KR940009019B1 - Turning control apparatus for vehicle - Google Patents

Abstract

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Description

Turning control device of vehicle

1 is a schematic configuration diagram of an embodiment of an engine control system capable of realizing a vehicle output control apparatus according to the present invention.

2 is a conceptual diagram of FIG.

3 is a sectional view showing a drive mechanism of the throttle valve of FIG.

4 is a flowchart showing the overall flow of the control of FIG.

5 is a flowchart showing the flow of the neutral position learning correction control of the steering shaft.

6 is a graph showing an example of a correction state with respect to the learning value when the learning position is corrected for the neutral position of the steering axis.

7 is a graph showing the relationship between the coefficient of friction of the tire and the road surface, and the slip ratio of the tire.

8 is a graph showing the relationship between vehicle speed and travel resistance.

9 is a map showing the relationship between acceleration before and after correction and speed compensation amount.

10 is a flowchart showing the flow of slip control.

11 is a block diagram showing a procedure for calculating a target driving torque for high furnaces.

12 is a graph showing the relationship between the lateral acceleration and the steering angle ratio for explaining the stability coefficient.

FIG. 13 is a map showing the relationship between the target lateral acceleration and the target front and rear acceleration and the vehicle speed. FIG.

FIG. 14 is a map showing a relationship between lateral acceleration and road load torque. FIG.

15 is a map showing the relationship between the stability coefficient and the target lateral acceleration.

Fig. 16 is a map showing the relationship between the engine speed, the accelerator opening and the required drive torque.

Fig. 17 is a flowchart showing the flow of turning control for a high roadway.

18 is a graph showing the relationship between the steering axis turning angle, the target driving torque and the acceleration before and after.

Fig. 19 is a block diagram showing a procedure for calculating a low directional target drive torque.

20 is a map showing the relationship between the target lateral acceleration, the acceleration before and after the target, and the vehicle speed.

Fig. 21 is a flowchart showing the flow of the turning control for low path.

22 to 24 are graphs showing the relationship between the time and the weight coefficient after the start of control, respectively.

25 is a graph showing the relationship between the lateral acceleration and the stability coefficient.

Fig. 26 is a flowchart showing an example of the selection operation of the final target torque.

27 is a flowchart showing another example of the selection operation of the final target torque.

28 is a conceptual diagram of an embodiment in which the output control device for a vehicle according to the present invention is applied to a front wheel drive vehicle incorporating a hydraulic automatic transmission of four forward and one reverse stages.

FIG. 29 is a schematic configuration diagram of FIG. 28. FIG.

30 is a flow chart showing the overall flow of the control of FIG.

Fig. 31 is a flowchart showing the flow of the neutral position learning correction of the steering axis.

32 is a map showing the relationship between the vehicle speed and the variable initial value.

Fig. 33 is a block diagram showing the operation procedure of the target drive torque for slip control.

34 is a map showing the relationship between the vehicle speed and the correction coefficient.

35 is a map showing the relationship between vehicle speed and travel resistance.

36 is a map showing the relationship between the steering shaft revolution amount and the correction torque.

37 is a map for regulating the lower limit value of the target drive torque immediately after the start of slip control.

38 is a map showing a relationship between a target lateral acceleration and a slip compensation amount according to acceleration.

39 is a map showing the relationship between the lateral acceleration and the slip compensation amount according to the turning.

40 is a circuit diagram for detecting an abnormality in a steering angle sensor.

Fig. 41 is a flowchart showing the flow of abnormality detection processing of the steering angle sensor.

42 is a map showing a relationship between a vehicle speed and a correction coefficient.

Fig. 43 is a flowchart showing the flow of the selection procedure of the lateral acceleration.

44 is a map showing the relationship between slip amount and proportional coefficient.

45 is a map showing the lower limit relationship between vehicle speed and integral correction torque.

Fig. 46 is a graph showing the increase / decrease area of the integral correction torque.

Fig. 47 is a map showing the relationship between the respective shift stages of the hydraulic automatic transmission and the correction coefficients corresponding to the respective correction torques.

48 is a flowchart showing the flow of step control.

Fig. 49 is a block diagram showing a procedure for calculating the target drive torque for swing control.

50 is a map showing the relationship between the vehicle speed and the correction coefficient.

51 is a map showing the relationship between the target lateral acceleration and the acceleration before and after the target.

Fig. 52 is a graph showing an example of the procedure for learning correction of the fully closed position of the axel opening sensor.

Fig. 53 is a flowchart showing another example of the flow for learning correction of the fully closed position of the axel opening sensor.

54 is a flowchart showing the flow of swing control.

55 is a flowchart relating to the selection operation of the final target torque.

56 is a flowchart showing the flow of selection operation of the delay angle ratio.

Fig. 57 is a flowchart showing the procedure for output control of an engine.

58 and 59 are flowcharts of the delay angle ratio reading order and the calculation order of the target delay angle amount.

* Explanation of symbols for main parts of the drawings

11: engine 13: hydraulic automatic transmission

15: ECU 16: hydraulic control device

20: Throttle valve 23: Axel lever

24: throttle lever 31: axel pedal

32: cable 34: hook

35: stopper 41: actuator

43: control rod 47: connection piping

48: vacuum tank 49: check valve

50,55 Piping 51,56 Solenoid valve for torque control

60: solenoid valve 61: spark plug

62: crank angle sensor 64,65: front wheel

66: front wheel rotation sensor 67: throttle open amount sensor

68: idle switch 70: A-flow sensor

71: water temperature sensor 74: exhaust temperature sensor

75: ignition switch 76: TCL

77: Axel opening sensor 78,79: Rear wheel

80,81: rear wheel sensor 82: vehicle

83: steering shaft 84: steering angle sensor

85: steering wheel 86: steering axis reference position sensor

87: communication cable 104,105,117,135: multiplier

106,131: differential operation unit 107,110: clip unit

108,123: filter unit 109: torque conversion unit

111: running resistance calculator 112,114,119: adder

113: cornering resistance correction amount calculation unit 115: variable clip portion

116,121,124: Adder 118: Acceleration Compensation

120: turning supplementary government 122: lateral acceleration operation

A: stability factor b: tread

F _P : Flag during ignition timing control F _S : Flag during slip control

G _F : Front wheel acceleration G _KC , G _KF : Front wheel acceleration correction

G _S : Slip change rate G _XF : Acceleration before and after correction

G _XO : Acceleration before and after goal G _yo : Acceleration after goal

g: Gravitational acceleration N _E : Engine speed

P: Ignition timing P _B : Basic delay angle

Po: Target delay angle r: Wheel effective radius

So: target slip rate S: slip amount

T _B : Reference drive torque T _C : Cornering resistance correction torque

T _D : Differential correction torque T _d : Required driving torque

T _l : integral correction torque T _O : final target drive torque

T _OC : Target drive torque for turning control T _OS : Target drive torque for slip control

T _P : Proportional correction torque T _PlD : Final target drive torque

V _F : Actual front wheel drawing V _FO , F _S : Target front wheel speed

V _k , V _kc : slip compensation V _RL : left rear wheel speed

V _RR : Right rear wheel speed V _S : Slip control vehicle speed

W _b : Body weight δ _H : Steering axis pivot

ρ _d : Differential gear reduction ratio ρ _Kl : Integral correction coefficient

ρ _KP : Proportional correction factor ρ _m : Transmission ratio of hydraulic automatic transmission

ρ _T : Torque converter ratio

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a turning control apparatus for a vehicle in which the driving torque of the engine can be reduced quickly according to the lateral acceleration generated during the turning of the vehicle, and the turning operation of the vehicle can be easily and stably performed.

Since the centrifugal force corresponding to the lateral acceleration in the driving direction and the direction perpendicular to the driving direction is generated in the vehicle driving the circuit, the vehicle body exceeds the limit of the gripping force when the vehicle traveling speed is too high for the circuit. There is a risk of slipping in the lateral direction.

In such a case, it is surprisingly difficult to safely drive a vehicle at a turning radius corresponding to the turning circuit by appropriately outputting the engine, especially when the exit of the turning circuit cannot be confirmed, and the radius of curvature of the turning circuit decreases in turn. Very high driving skills are required.

In general vehicles with an under steering tendency, it is necessary to gradually increase the steering amount as the lateral acceleration applied to the vehicle increases. However, when the lateral acceleration exceeds a certain value in the vehicle, In addition, even if the steering amount is increased rapidly, it is difficult to make a stable turning operation depending on the turning circuit. It is well known that this tendency becomes prominent, especially in front engine all-wheel drive vehicles with strong understeering tendencies.

From this, the lateral acceleration of the vehicle is detected and the engine output is forcibly lowered regardless of the amount of depression of the axel pedal by the driver (the degree of depressing the axel pedal) before the vehicle is difficult to turn or cannot turn. In addition, an output control device for increasing the vehicle speed, i.e., suppressing the lateral acceleration of the vehicle to maintain the vehicle's posture properly and running the circuit safely is considered, and the driver uses the output control device if necessary. And it is announced that the normal running which controls the output of an engine can be selected corresponding to the depression amount of the accelerator pedal.

As related to the turning control of the vehicle according to this aspect, what is known in the art is to control the drive torque of the engine by, for example, the vibration ratio of the vehicle.

That is, the vibration mainly generated during the high speed turning of the vehicle tends to have a high vehicle speed and a sharp increase in the amount of the sharp turning, etc. Therefore, when the vibration ratio is detected by the vibration sensor or the acceleration sensor or the like, the engine exceeds the predetermined value. To reduce the driving torque.

When the output control device is used, it is also possible to suppress slippage of the driving wheel during vehicle acceleration, to reduce shock during shifting in the automatic transmission, and the like.

In the conventional turning control apparatus which controls the drive torque of the engine by the vibration ratio of the vehicle during the turning, the vibration ratio of the vehicle is detected by the vibration sensor or the acceleration sensor. Or it is not possible to control the drive torque of the engine.

Therefore, in a vehicle incorporating a conventional turning control device, it is fundamentally impossible to avoid the control delay, and in the case of safely and reliably running the turning circuit while suppressing the lateral acceleration of the vehicle and maintaining the vehicle's posture properly. Therefore, there was a possibility of becoming impossible.

A first object of the present invention is to provide a turning control apparatus for a vehicle without a control delay by quickly estimating the magnitude of the lateral acceleration occurring when the vehicle turns.

A second object of the present invention is to provide a turning control apparatus for a vehicle which can safely and reliably turn a vehicle while maintaining a proper posture of a vehicle without contradicting a driver's intention.

A third object of the present invention is to provide a turning control apparatus for a vehicle capable of setting an appropriate target driving torque in consideration of a friction coefficient of a road surface, road load torque, cornering resistance, and the like.

A fourth object of the present invention is to provide a turning control apparatus for a vehicle having a good driving feeling at a hunt by regulating the increase / decrease of the drive torque of the engine to reduce or eliminate the acceleration / deceleration shock during turning control.

In general, when the vehicle enters the circuit at high speed while driving, the driver starts steering faster than when driving at low speed. As a matter of course, the time change of the steering amount, that is, the rotational angular velocity of the steering shaft is usually larger in the case of entering the circuit at a higher speed than in the case of entering the circuit at a low speed. In other words, the driver always predicts the first driving situation, and performs steering faster than turning the vehicle at low speed when turning the vehicle at high speed.

Therefore, it is considered that the lateral acceleration of the vehicle generated during the turning becomes large as the respective speeds on the other side in the initial stage of the turning of the vehicle become larger. Therefore, the present inventors have conducted various experiments on the relationship between the magnitude of the rotational angular velocity of the steering shaft and the maximum value of the lateral acceleration occurring in the vehicle during turning, and show the correlation as shown in FIG. I found out.

The present invention has been made by the above-described knowledge, and the turning control apparatus of the first vehicle according to the present invention detects the torque control means for reducing the drive torque of the engine independently of the operation by the driver, and the direction of the steering wheel. A target lateral acceleration of the vehicle based on the steering angle sensor, a vehicle speed sensor for detecting the speed of the vehicle, and detection signals from the steering angle sensor and the vehicle speed sensor, and the target drive torque of the engine according to the magnitude of the target lateral acceleration. And an electronic control unit for controlling the operation of the torque control means such that the drive torque of the engine is a target drive torque set as the torque calculation unit.

The turning control apparatus of the second vehicle according to the present invention includes torque control means for reducing the driving torque of the engine independently of the operation by the driver, a steering sensor for detecting the direction of the steering wheel, and a vehicle speed for detecting the speed of the vehicle. Acceleration calculation means for calculating a target lateral acceleration of the vehicle according to a sensor, detection signals from the steering sensor and the vehicle speed sensor, and calculating the target acceleration and acceleration of the vehicle according to the magnitude of the target lateral acceleration; And a torque operation unit for setting a target drive torque of the vehicle according to the acceleration, and an electronic control unit for controlling the operation of the torque control means such that the drive torque of the engine becomes the target drive torque set as the torque calculation unit. .

The turning control apparatus of the third vehicle according to the present invention comprises torque control means for reducing the driving torque of the engine independently of the operation by the driver, a steering angle sensor for hiding the direction of the steering ratio, and the left and right driven wheel speeds, respectively. A target lateral acceleration of the vehicle is calculated based on one wheel speed sensor for detecting, lateral acceleration detecting means for detecting actual lateral acceleration acting on the vehicle, and detection signals from the steering angle sensor and the wheel speed sensor; Lateral acceleration calculating means, friction coefficient estimating means for estimating the friction coefficient of the road surface by comparing the target lateral acceleration with actual lateral acceleration, and indicating the relationship between the target lateral acceleration and the target driving torque corresponding to the friction coefficient of the road surface. A plurality of maps and a map corresponding to the estimation result by the friction coefficient estimating means are selected from the plurality of maps and the image is based on the maps. And a torque operation unit for setting the target drive torque in accordance with a target lateral acceleration, and an electronic control unit for controlling the operation of the torque control means to be a target drive torque set as the drive torque of the engine and the torque calculation unit. . In addition, as the torque control means for lowering the drive torque of the engine, it is common to delay the ignition timing, reduce the intake air amount or fuel supply amount, or stop the fuel supply. As a special one, it is also possible to adopt such a thing as to lower the compression ratio of the engine.

When the vehicle enters the turn, the driver starts steering. At this time, the torque calculation unit predicts the magnitude of the lateral acceleration acting on the vehicle in the turning prior to the turning operation of the vehicle based on the detection signals from the steering sensor and the vehicle speed sensor, and this is the target lateral acceleration as the target lateral acceleration. Set the torque. Then, the electronic control unit controls the operation of the torque control means so that the drive torque of the current engine becomes the target drive torque set as the calculation unit.

Here, in the second invention, the acceleration calculating means calculates the target lateral acceleration and the target before and after acceleration corresponding to the target lateral acceleration, and the target driving torque of the engine is calculated by the torque calculation unit in accordance with this target before and after acceleration.

In the third invention, the lateral acceleration detecting means detects the magnitude of the actual lateral acceleration acting on the current vehicle, and then the friction coefficient estimating means compares the target lateral acceleration with the actual lateral acceleration to estimate the friction coefficient of the road surface. The torque calculation unit selects a map representing the relationship between the target lateral acceleration corresponding to the estimated friction coefficient of the road surface and the target driving torque, and sets the target driving torque corresponding to the target lateral acceleration based on this map.

Combustion chamber 17 of engine 11 as shown in FIG. 1 showing the concept of an embodiment in which the turning control apparatus for a vehicle according to the present invention is applied to a front wheel drive vehicle and FIG. 2 showing a schematic structure of the vehicle. The throttle valve 20 which changes the opening amount of the intake passage 19 formed by this intake pipe 18 and adjusts the amount of intake air supplied to the combustion chamber 17 in the middle of the intake pipe 18 connected to the inlet pipe 18 is coupled. The throttle body 21 is fitted and fitted. As shown in FIG. 1 and FIG. 3 showing a partial enlarged cross-sectional structure of the cylindrical throttle body 21, both ends of the throttle shaft 22 in which the throttle valve 20 is fixed to the throttle body 21 are integrally fixed. Rotating freely supported. An axel lever 23 and a throttle lever 24 are coaxially coupled to the first end of the throttle shaft 22 protruding into the intake passage 19.

The bush 26 and the spacer 27 are fitted between the throttle shaft 22 and the tubular portion 25 of the axle lever 23, whereby the axle lever 23 is moved relative to the throttle shaft 22. The rotation is free. The axle lever 23 is prevented from escaping from the throttle shaft 22 by the washer 28 and the nut 29 attached to one end of the throttle shaft 22. The accelerator pedal 31, which is operated by a driver, is connected to the cable receiver 30 and the integrated cable receiver 30 via the gable 32. Is rotated about the throttle shaft 22.

On the other hand, the throttle lever 24 is fixed integrally with the throttle shaft 22. Therefore, by operating the throttle lever 24, the throttle valve 20 rotates together with the throttle shaft 22. As shown in FIG. A collar 33 is coaxially coupled to the cylindrical portion 25 of the axle lever 23, and a front end portion of the throttle lever 24 is provided with a bite portion 34 formed in a part of the collar 33. The stopper 35 which can be caught is formed. These bites 34 and the stopper 35 mutually rotate when the throttle valve 20 rotates the throttle lever 24 in the opening direction or when the throttle valve 20 rotates the axel lever 23 in the closing direction. It is set to the positional relationship that can be caught.

Between the throttle body 21 and the throttle lever 24 presses the stopper 35 of the throttle lever 24 with the bite 34 of the axle lever 23 to press the throttle valve 20 in the opening direction. The torsion coil spring 36 is mounted so as to be coaxial with the throttle shaft 22 via one cylindrical spring receiver 37 and 38 coupled to the throttle shaft 22. The bite portion 34 of the axle lever 23 is pressed against the stopper 35 of the throttle lever 24 between the stopper pin 39 and the axle lever 23 protruding from the throttle body 21 to throttle the valve 20. ) And a torsion coil spring 40 for pressing the axel pedal 31 to the cylindrical portion 25 of the axel lever 23 through the collar 33. 22) and coaxially mounted.

The front end of the throttle lever 24 is connected to the front end of the control rod 43 that fixes the base to the diaphragm 42 of the actuator 41. In the pressure chamber 44 formed in the actuator 41, the torsion coil spring 36 and the stopper 35 of the throttle lever 24 are pressed against the biting portion 34 of the axle lever 23 to throttle the valve 20. Compression coil spring 45 for pressing in the open direction is coupled. The spring force of the torsion coil spring 40 is set larger than the spring force of the two springs 36 and 45, whereby the axel pedal 31 is pushed in or the pressure in the pressure chamber 44 is increased. The throttle valve 20 is not opened unless the pressure is greater than the sum of the spring forces of the springs 36 and 45.

The vacuum tank 48 is connected to the crude pressure (pressure control) tank 46 which is connected to the downstream side of the throttle body 21 to form a part of the intake passage 19 via a connection pipe 47. The pressure between the vacuum tank 48 and the connection pipe 47 is set to a pressure approximately equal to the minimum pressure in the pressure tank 46 in the vacuum tank 48.

The interior of these vacuum tanks 48 and the pressure chamber 44 of the actuator 41 communicate with each other via a pipe 50. In the middle of the pipe 50, the closed first torque control solenoid valve 51 when not energized. Is installed. That is, the torque control solenoid valve 51 is coupled with the spring 54 which presses the plunger 52 to the valve seat 53 so that the piping 50 may be blocked.

A pipe 55 communicating 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. In the middle of the pipe 55, an open type second torque control solenoid valve 56 is provided. That is, the torque control solenoid valve 56 is coupled with the spring 58 which presses the plunger 57 so that the piping 55 may be opened.

The two torque control solenoid valves 51 and 56 are connected to an electronic control unit 15 (hereinafter referred to as an ECU) for controlling the operation state of the engine 11, respectively, and the command from the ECU 15 is connected. By this, on / off of the energization to the torque control solenoid valves 51 and 56 is made to repeat control, and this embodiment comprises the torque control means of this invention as a whole.

For example, when the duty rate of the solenoid valves 51 and 56 for torque control is 0%, the pressure chamber 44 of the actuator 41 has an intake passage 19 upstream of the throttle valve 20. The internal pressure is almost the same as the internal pressure, and the opening amount of the throttle valve 20 corresponds one to one to the depression amount of the axel pedal 31. On the contrary, when the duty ratio of the solenoid valves 51 and 56 for torque control is 100%, the pressure chamber 44 of the actuator 41 is at a pressure almost equal to the pressure in the vacuum tank 48, and the control rod 43 As a result of being pulled up to the left at 1 degree, the throttle valve 20 is closed irrespective of the depression amount of the accelerator pedal 31, and the drive torque of the engine 11 is forcibly reduced. By adjusting the duty ratio of the solenoid valves 51 and 56 for torque control in this way, the opening amount of the throttle valve 20 is changed and the drive torque of the engine 11 is arbitrarily adjusted regardless of the depression amount of the axel pedal 31. Can be.

The ECU 15 has a crank angle sensor 62 mounted on the engine 11 to detect the engine speed, and a throttle opening sensor mounted on the throttle body 21 to detect the opening amount of the throttle lever 24. 67 and an idle switch 68 for detecting a completely closed state of the throttle valve 20, and output signals from the crank angle sensor 62, the throttle opening degree sensor 67, and the idle switch 68; Are sent respectively.

The torque calculation unit (hereinafter referred to as TCL) 76 for calculating the target drive torque of the engine 11 is attached to the throttle body 21 together with the throttle opening degree sensor 67 and the idle switch 68 and is axel. Axel opening sensor 77 for detecting the opening degree of the lever 23, front wheel rotation sensors 66a, 66b for detecting the rotational speed of the front left and right wheels 64, 65, which are driving wheels, and left and right 1, which are driven wheels, respectively. The rear wheel rotation sensors 80 and 81 for detecting the rotation speeds of the rear wheels 78 and 79 and the turning angle of the steering shaft 83 at the time of turning on the basis of the straight state of the vehicle 82 are detected. The steering angle sensor 84 is connected, and the output signals from these sensors 77, 66a, 66b, 80, 81, and 84 are sent, respectively.

The ECU 15 and the TCL 76 are connected via a communication cable 87. In the ECU 15, in addition to the engine speed and the detection signal from the idle switch 68, the engine 11 is operated such as the intake air amount. Information about the status is sent to the TCL 76. Conversely, in the TCL 76, information on the target drive torque calculated as the TCL 76 is sent to the ECU 15.

As shown in FIG. 4 showing a schematic flow of control according to the present embodiment, the present embodiment uses the swing control as a road surface having a relatively high friction coefficient such as a drying furnace and a road surface having a relatively low friction coefficient such as a freezing furnace or a wet furnace. In addition to turning control, slip control for controlling the slip amount of the front wheels 64 and 65 at the time of acceleration of the vehicle 82 is also performed at the same time, and when the slip control is performed, The target drive torque T _OH and the target drive torque T _OH of the engine 11 in the case of the turning control on the target driving torque T _OS and a road surface having a relatively high coefficient of friction such as a drying furnace (hereinafter referred to as a high furnace). The target drive torque R _OL of the engine 11 when the swing control is performed on a road surface having a relatively low friction coefficient (hereinafter referred to as low μ), such as a connection furnace or a lubrication furnace, is always used as the TCL 76. Parallel operation High, and the three target driving torque (T _OS, T _OH, T _OL) so that from can be reduced as needed, the driving torque of the select (T _O) optimum final target drive torque, and the tube 11 .

Specifically, the control program of the present embodiment is started by the on structure of the ignition key (not shown), and as B1, the initial value δ _{m (o)} of the steering shaft turning position is first read. Initial setting such as resetting of various flags or starting counting for the main timer every 15 milliseconds, which is a sampling cycle of control, is performed.

The TCL 76 calculates the vehicle speed V and the like at B2 in accordance with the detection signals from the various sensors. The TCL 76 then performs learning correction at the neutral position δ _M B3 of the steering shaft 83. The neutral position δ _M of the steering shaft 83 of the vehicle 82 reads an initial value δ _{m (o} ) by turning on the ignition key, but this initial value δ _{m (o)} is determined by the vehicle ( The learning correction is made only when 82) satisfies the straight traveling condition described later, and this initial value [delta] _{m (o} ) is learning correction until the ignition key is turned off.

Next, the TCL 76 performs target drive torque (T _{OS) in the} case of performing slip control for regulating the drive torque of the engine 11 by the difference between the front wheels 64, 65 and the rear wheels 78, 79 at B4. ), And the target drive torque T _OH of the engine 11 is calculated at B5 when the swing control in the high furnace is performed, and the engine 11 in the case of the swing control in the low furnace is similarly performed. The target drive torque (T _OL ) is sequentially calculated at B6.

Then, at B7, the TCL 76 selects the optimum final target drive torque T _O per target drive torques T _O , T _O ⁰ , and T① by the method described below, and then drives the engine 11. The ECU 15 controls the duty ratios of the solenoid valves 51 and 56 for torque control so that the torque becomes the final target drive torque T _O , thereby allowing the vehicle 82 to run safely without difficulty. .

In this way, the drive torque of the engine 11 is controlled until the countdown of the main timer is terminated at B8. After that, the countdown of the main timer is started again at B9, and the step of B2 to B9 is turned off. Repeat until you get to the state.

The reason for the learning correction of the neutral position δ _M of the steering shaft 83 as the step B3 is when the toe-in adjustment of the front wheels 64 and 65 is performed during the maintenance of the vehicle 82. Due to a change in time, such as the wear of a steering gear (not shown), the turning amount of the steering shaft 83 and the front wheels 64 and 65, which are steering wheels, deviate between the actual steering angle 8 and the steering shaft 83 This is because the neutral position δ _{M of} ) may change.

As shown in FIG. 5 showing the procedure of learning-correcting the neutral position δ _M of the steering shaft 83, the TCL 76 is set to vehicle speed D1 as the D1 in response to a detection signal from the rear wheel sensors 80 and 81. FIG. V) is computed by following formula (1).

However, in the above formula, V _RL and V _RR are adjustment degrees of the left and right rear wheels 78 and 79, respectively.

Next, TCL 76 calculates, as D2, the peripheral speed difference between the left and right rear wheels 78 and 79 (hereinafter, this is referred to as rear wheel speed) | V _RL -V _RR |

After this, the TCL 76 determines at D3 whether the vehicle speed V is larger than the initial value V _A which has already been set. This operation is necessary because the vehicle 82 cannot detect a rear wheel speed difference | V _RL -V _RR | and the like due to steering, and the initial value V _A is determined by the vehicle 82. For example, it is set to be equal to 20K per hour by experiments based on running characteristics and the like.

When it is determined that the vehicle speed V is equal to or larger than the initial value V, the TCL 76 sets D4 as an initial value such as 0.1 Km per hour, which is set in advance by the rear wheel speed difference | V _RL -V _RR | It is determined whether or not V _B ), that is, whether the vehicle 82 is in a straight state. Here, the initial value V _B is not 0 Km per hour, when the timer air pressures of the left and right rear wheels 78 and 79 are not the same, the peripheral speeds of the left and right rear wheels 78 and 79 despite the vehicle 82 going straight. This is because (V _RL , V _RR ) are different.

In step D4, if it is determined that the rear wheel speed difference | V _RL -V _RR | is less than or equal to the initial value (VB), the TCL 76 determines that the current steering axis turning position δ _{m (n-1} ) is the steering angle sensor at D5. It is determined by (84) whether it is equal to the previous steering axis turning position (δ _{m (n-1} )) detected. At this time, it is preferable to set, for example, the turning detection resolution of the steering shaft 83 by the steering angle sensor 84 to around 5 degrees so as not to be affected by the driver's hand shaking or the like.

If it is determined that the current steering shaft turning position δ _{m (n)} is the same as the previous steering shaft turning position δ _{m (n-1)} as the step of D5, the TCL 76 determines the current vehicle (D6). It is determined that 82) is in the straight state, and the count of the learning timer (not shown) built into the TCL 76 is started, and this is continued for, for example, 0.5 seconds.

Next, the TCL 76 determines whether or not 0.5 seconds has elapsed at the start of counting of the learning timer at D7, that is, whether the straight state of the vehicle 82 continues for 0.5 seconds. In this case, since the vehicle 82 has not passed 0.5 seconds since the start of the learning timer count at the beginning of driving, the steps from D1 to D7 are repeated at the beginning of driving of the vehicle 82. If it is determined that 0.5 seconds have elapsed from the start of the counting of the learning timer, the TCL 76 determines whether or not the steering angle neutral position learning completion flag F _H is set at D8, that is, whether the current learning control is the first time. .

If it is determined in step D8 that the steering angle neutral position learning completion flag F _H is not set, the current steering axis turning position δ _{m (n)} is replaced by the neutral position δ of the new steering shaft 83 in D9. _{m (n)} ), this is stored in a memory in the TCL 76, and a steering angle neutral position learning completion flag F _M is set.

Thus, the neutral position of the new steering shaft 83 (δ _{M (n))} after setting the steering shaft 83 with reference to the neutral position (δ _{M (n))} of the steering shaft (M3) if such While calculating the turning angle δ _H , the count of the learning timer is completed at D10, and the steering angle neutral position learning is performed again.

If the steering angle neutral position learning completion flag F _H is set in step D8, that is, it is determined that the steering angle neutral position learning is after the second time, the TCL 76 determines the current steering shaft turning position (D11). δ _{m (n)} is equal to the neutral position δ _{M (n-1)} of the previous steering axis 83, i.e.

δ _{m (n)} = δ _{M (n-1)}

Determine if it is. If it is determined that the current steering shaft turning position δ _{m (n)} is equal to the neutral position δ _{M (n-1)} of the previous steering shaft 83, it returns to the step D10 as it is and again the next steering shaft. Neutral position learning is performed.

In step D11, the current steering shaft turning position δ _{m (n)} is not equal to the neutral position δ _{M (n-1)} of the previous steering shaft 83, for example, due to the play of the steering system. If not, the current steering shaft turning position δ _{m (n)} is not judged as the neutral position δ _{M (n)} of the new steering shaft 83, and the absolute values of these differences are preset correction limits. If there is a difference in the amount Δδ or more, the correction limit amount Δδ is subtracted or added to the neutral position δ _{M (n-1} ) of the previous steering axis 83. The neutral position δ _{M (n)} is set to be stored in the memory in the TCL 76.

That is, the TCL 76 is set in advance by a value obtained by subtracting the neutral position δ _{M (n-1)} of the previous steering shaft 83 from the current steering shaft turning position δ _{m (n} ) at D12. It is determined whether or not it is smaller than the negative correction limiting amount (-Δδ). When it is determined that the value subtracted as the step of D12 is smaller than the negative correction limiting amount (-Δδ), the neutral position δ _{M (n)} of the new steering shaft 83 is changed to the previous steering shaft 83 at D13. From the neutral position (δ _{M (n-1)} ) and the negative compensation limit (-Δδ)

δ _{M (n)} = δ _{M (n-1)} -Δδ

It is considered that the learning correction amount per one is not largely increased to the negative side unconditionally.

Thereby, even if the abnormality detection signal is output from the steering angle sensor 84 for any reason, the neutral position (δ _M ) of the steering shaft 83 does not change suddenly, and it is possible to promptly respond to the abnormality. Can be.

On the other hand, if it is determined in step D12 that the subtracted value is larger than the negative correction limiting amount (-Δδ), then at D14, the steering wheel 83 of the previous steering shaft 83 is rotated at the current steering shaft turning position δ _{m (n)} . It is determined whether or not the value obtained by subtracting the neutral position δ _{M (n-1} ) is greater than the positive correction limit amount Δδ. If it is determined that the subtracted value is larger than the positive correction limit Δδ in step D14, then the neutral position δ _{M (n)} of the new steering shaft 83 is changed to the previous steering shaft 83 in D15. From the neutral position (δ _{M (n)} ) and the positive correction limit value (Δδ)

δ _{M (n)} = δ _{M (n-1)} + Δδ

It is considered that the amount of learning preservation per once is not largely increased to the positive side.

Thereby, even if the abnormal detection signal is output from the steering angle sensor 84 due to any cause, the neutral position δ _M of the steering shaft 83 does not change abruptly, and the response to the abnormality can be promptly performed. Can be.

However, if it is determined in step D14 that the subtracted value is smaller than the positive correction limit value Δδ, then the current steering axis turning position δ _{m (n)} is replaced by the neutral position of the new steering shaft 83 in D16. It reads as ₍ delta _{) M (n)} as it is.

Therefore, as shown in FIG. 6 which shows an example of the change state of the neutral position (delta _M ) of the steering shaft 83 at this time, when the vehicle 82 which is stopped with the front wheels 64 and 65 in a turning state starts. When the learning control of the neutral position δ _M of the steering shaft 83 is one time, the correction amount from the initial value δ _{m (o)} of the steering shaft turning position becomes very large in the above-described step B1. The neutral position (delta) _M of the steering shaft 83 after the 2nd time will be in the state suppressed by the operation in the steps of D13 and D15.

In this way, after the learning correction of the neutral position (δ _M ) of the steering shaft (83), the engine (11) by the difference between the vehicle speed (V) and the peripheral speed (V _FL , V _FR ) of the front wheels (64, 65) The target drive torque TOS is calculated in the case of performing slip control that regulates the drive torque.

However, in order to effectively operate the drive torque generated in the engine 11, the front wheel 64 so that the friction coefficient between the timer and the road surface, the target slip ratio SO corresponding to the maximum value of the slip ratio of the timer, or an approximation thereof is obtained. It is preferable that the slip amount S of 65 be adjusted so that the acceleration performance of the vehicle 82 is not impaired.

Here, the slip ratio S of the tire is

The target drive torque T _OS of the engine 11 is set such that the slip ratio S becomes the target slip ratio S _O corresponding to the maximum value of the friction coefficient between the timer and the road surface or an approximation thereof. The order of operation is as follows.

First, the TCL 76 is the front and rear acceleration G of the current vehicle 82 from the current vehicle speed V _(n) calculated by the above formula (1) and the vehicle speed V _(-1) calculated in one revolution. _X ) is calculated by the following equation.

Where Δt is 15 milliseconds, the main timer's sampling cycle, and g is the gravitational acceleration.

And the reference drive torque T _B of the engine 11 at this time is computed by following formula (2).

T _B = G _XF ㆍ W _B ㆍ r + T _R (2)

Here, G _XF is the acceleration before and after correction through the low pass filter for delaying the above-described change of the acceleration G (G _X ). Low pass filter the vehicle 82 front-rear acceleration slip rate (G _X) is a tire and it is possible to road surface regarded as a coefficient of friction equal, to the longitudinal acceleration (G _X) of the vehicle 82 changes Thai (S in ) Is the target slip ratio (S _O ) corresponding to the maximum value of the friction coefficient between the tire and the road surface, or even out of the vicinity, the slip ratio (S) of the tire is the target slip corresponding to the maximum value of the friction coefficient between the tire and the road surface. rate to maintain the (S _O) or the vicinity thereof, and has a function to fix the longitudinal acceleration (G _X). W _b is the body weight, r is the effective radius of the front wheels 64 and 65, T _R is the running resistance, and this running resistance T _R can be calculated as a coefficient of the vehicle speed V. As shown in figure 8, we obtain it with a map.

On the other hand, during the acceleration of the vehicle 82, the slip ratio of the wheels is always about 3% with respect to the road surface. When driving a bad road such as a gravel road, the target slip ratio S The maximum coefficient of friction between the tire and the road surface corresponding to _O ) is generally large. Therefore, by calculating the peripheral speed of the target drive current speed (V _FO) of the front wheels (64,65) in view of the above slip amount or the road conditions to the target under the formula (3).

V _FO = 1.03 · V + V _K W (3)

However, V _K W will have a tendency to progressively increase as the value of the value of a predetermined road surface correction amount corresponding to the corrected longitudinal acceleration (G _XF), corrected longitudinal acceleration (G _XF) significantly, however, the present embodiment In Fig. 9, this road surface correction amount V _K W is obtained from a map as shown in FIG.

Next, the slip amount S which is the difference between the vehicle speed V and the target drive wheel speed _VFO is obtained by the above formulas (1) and (3).

Next, the slip amount S, which is the difference between the vehicle speed V and the target driving wheel speed _VFO , is calculated by the following equation (4) by the above equations (1) and (3).

Then, as shown in Equation (5), the slip amount S is integrated while multiplying the integral coefficient K _{1 for} each sampling period of the main timer, thereby integrating to increase the stability of the control for the target drive torque T _OS . The correction torque T ₁ (where T _1? D) is calculated.

Similarly, the proportional correction torque T _P for alleviating the control delay with respect to the target driving torque T _OS proportional to the slip amount S is calculated by multiplying the proportional coefficient K _{P as} shown in Equation 6 below. do.

T _P = K _P ㆍ s (6)

And calculates the above-mentioned (2), (5), the target driving torque of the engine (11) (T _OS) by the following equation (7) using equation (6).

In the above formula, ρm is the speed ratio of the transmission not shown, ρd is the reduction ratio of the differential gear. The vehicle 82 is provided with a manual switch (not shown) for the driver to select the slip control. When the driver selects the slip control by operating the manual switch, the slip control described below is performed.

As shown in FIG. 10 showing the processing flow of the slip control, the TCL 76 calculates the target drive torque T _OS following the detection and calculation processing of the various data described above in E1. This operation is performed regardless of the operation of the manual switch.

In the following E2, during slip control, the flag (F _s) that if the determination whether or not been set, however, first a flag (F _s) is not set in the slip control, TCL (76) is the front wheel in the E3 (64, It is determined whether or not the slip amount S of 65) is greater than a preset initial value, for example, 2 km per hour.

If it is determined in step S3 that the slip amount S is greater than the mass 2K, the TCL 76 determines whether or not the change rate Gs of the slip amount S is greater than 0.2 g at E4.

If it is determined at step E4 that the slip amount change rate Gs is greater than 0.2 g, it is again determined whether the slip control flag F _s is set at E5.

In step E6, the slip control flag F _s is being set.

If it is determined that there is employed the above-mentioned (7) previously calculated expression slip control target driving torque (T _OS) as the target driving torque (TOS) of the tube 11 in E7.

In the step E6, when it is determined that the flag F _S during the slip control is reset, the maximum torque of the engine 11 is output at E8 as the target drive torque T _OS of the TCL 76, As a result of the ECU 15 lowering the duty ratio of the solenoid valves 51 and 56 for torque control to 0%, the engine 11 generates drive torque corresponding to the depression amount of the accelerator pedal 31 by the driver. In step E8, outputting the maximum torque of the engine 11 by the TCL 76 operates the ECU 15 in a direction to cut off energization of the solenoid valves 51 and 56 for torque control in terms of stability of control. It is because the engine 11 considers to generate the drive torque according to the depression amount of the accelerator pedal 31 by a driver certainly.

In the step E3, when the slip amount S of the front wheels 64, 65 is determined to be less than 2K per hour, or when the slip amount change rate G _s is determined to be less than 0.2 g in the step E4, Transitioning to the step, the TCL 76 outputs the maximum torque of the engine 11 as the target drive torque TOS in the step E8, whereby the ECU 15 causes the solenoid valves 51 and 56 of the torque control to be transferred. As a result of lowering the duty ratio to the 0% side, the engine 11 generates drive torque corresponding to the depression amount of the accelerator pedal 31 by the driver.

On the other hand, when it is determined in step E2 that the flag F _S is in the slip control setting, it is determined whether the idle switch 68 is turned on at E9, that is, whether the throttle valve 20 is in the fully closed state.

In addition, when the driver does not operate the manual switch for selecting the slip control, the TCL 76 calculates the target drive torque T _CS for slip control as described above, and then the engine 11 when the swing control is performed. Calculate the target drive torque of

In the turning control of the vehicle 82, the TCL 76 calculates the target lateral acceleration G _YO of the vehicle 82 at the steering shaft turning angle δ _H and the vehicle speed V, and the vehicle 82 In order to prevent this extreme under steering, the acceleration in the front-rear direction, that is, the acceleration before and after the target G _XO is set by this target lateral acceleration G _YO . Then, the target drive torque of the engine 11 corresponding to the target acceleration and acceleration G _XO is calculated.

By the way, although it can actually calculate using the lateral acceleration G _Y rear wheel speed difference | V _RL -V _RR | of the vehicle 82, it acts on the vehicle 82 by using the steering shaft turning angle δ _H. Since the lateral acceleration G _Y can be predicted, it has the advantage of being able to perform a quick control.

However, the driver's intention is not all reflected only by obtaining the target drive torque of the engine 11 by the steering shaft turning angle δ _H and the vehicle speed V. You may have a complaint. For this reason, the required drive torque T of the engine 11 desired by the driver is obtained from the depression amount of the accelerator pedal 31, and the target drive torque of the engine 11 is determined in consideration of the required drive torque T. It is good to set. When the increase and decrease of the target drive torque of the engine 11 set every 15 milliseconds is very large, a shock occurs in accordance with the acceleration and deceleration of the vehicle 82, resulting in a deterioration of the riding comfort, and thus the target drive torque of the engine 11. In the case where the amount of reduction is increased so as to cause a decrease in the ride comfort of the vehicle 82, it is also necessary to regulate the increase / decrease amount of the target drive torque.

If the target driving torque of the engine 11 is not changed depending on whether the road surface is high or low μ, for example, the engine 11 is operated as the high driving target driving torque while driving the low μ road. In this case, the front wheels 64 and 65 may slip and the driving may not be possible. Therefore, the TCL 76 may set the target driving torque T _OH for the high path and the target driving torque T _{OL for the} low path, respectively. It is good to calculate.

As shown in FIG. 11 showing the operation block of the turning control for the high road considering the above points, the TCL 76 calculates the vehicle speed V from the output of one rear wheel rotation sensor 80, 81 above (1). The lateral angle δ of the front wheels 64 and 65 is calculated by the following equation (8) based on the detection signal from the steering angle sensor 84, and the target lateral acceleration G of the vehicle 82 at this time. _YO ) is obtained from the following equation (9).

Where ρH is a steering gear transmission ratio, is a wheel base of the vehicle 82, and A is a stability factor of the vehicle. As is well known, the stability coefficient A is a value determined by the configuration of the suspension device of the vehicle 82, the characteristics of the tire, and the like. Specifically, the actual lateral acceleration G _Y generated in the vehicle 82 during the normal turning and the steering angle ratio δ _H / δ _HO of the steering shaft 83 at this time [the neutral position δ _M of the steering shaft 83 ) to as to the lateral acceleration (G _Y) is 0, the vicinity of the turning angle (δ _H of the pole steering shaft 83 at the time of acceleration with respect to the turning angle (δ _HO) of the steering shaft 83 in the low-speed drive state reference For example, as shown in FIG. 12, it is expressed as the slope of the tangent line in the graph. That is, in the region where the lateral acceleration G _Y is small and the vehicle speed V is not too high, the recognition coefficient A becomes almost constant, but when the lateral acceleration G _Y becomes large in response to the road surface situation, the stability coefficient A increases rapidly and the vehicle 82 exhibits a very strong under steering tendency.

In view of the above, when driving on a high road, the stability factor A is set to 0.002, for example, and the target lateral acceleration G _YO of the vehicle 82 calculated by Equation (9) is The drive torque of the engine 11 is controlled to be less than 0.6 g.

When the target lateral acceleration G _YO is calculated in this manner, the target front and rear acceleration G _XO of the vehicle 82 set according to the magnitude and the vehicle speed V of the target lateral acceleration G _{YO in} advance is T _CL (76). As shown in Fig. 13 stored in advance in Fig. 13), the map is obtained from a map, but a plurality of maps (high mu furnace and low mu furnace in this embodiment) are prepared according to the road surface conditions. Then, the reference drive torque T _B of the engine 11 is calculated by the following equation (10) by the target acceleration before and after G _XO .

However, TL is the road surface load torque of the road surface obtained as a coefficient of the lateral acceleration G _Y of the vehicle 82, and is obtained by a map as shown in FIG. 14 in this embodiment.

In addition to the above-described embodiment, it is also possible to calculate the reference drive torque T _B as follows.

That is, the TCL 76 calculates the vehicle speed V from the output of one rear wheel rotation sensor 80, 81 by the above formula (1), and the actual lateral acceleration G _Y acting on the vehicle 82. ) Is calculated by the following expression (11).

However, b is the tread of the rear wheels 78 and 79 (tread between left and right wheels).

Next, the lateral acceleration G _Y is subjected to a filter process to obtain a corrected lateral acceleration G _YF , and the steering angles δ of the front wheels 64 and 65 are determined by the detection signal from the steering angle sensor 84. It calculates by Formula (8), and calculates the recognition coefficient (A) shown by following formula (12).

In the TCL 76, a map showing the relationship between the recognition coefficient A as shown in FIG. 15 and the target lateral acceleration G _YO is in the memory, and the recognition coefficient calculated from the above expression (12) by this map ( The target lateral acceleration G _YO corresponding to A) is read out, and then the target acceleration and acceleration G _XO shown in the following equation (13) is calculated.

The front and rear acceleration G _X of the vehicle 82 is calculated according to the above formula (2), and the reference driving torque T _B of the engine 11 is calculated based on the front and rear acceleration G _s and the target front and rear acceleration G _XO . ) Is calculated by the following equation (14) or below (15).

Thus, in the previous equation (14), the proportional correction term K _P (G _XO -G _X ) for proportional control is added, and in the following equation (15), the integral correction term ΣK _l = (G _XO -G _X ) In addition, it is possible to calculate a more accurate reference driving torque (T _B ).

In this way is multiplied by the weighting coefficients (α) based on the drive torque (T _B) in order to determine the adoption rate of the calculated reference driving torque (T _B) is determined based on the corrected drive torque. The weight coefficient α is empirically set by turning the vehicle 82 in turn, but a value of about 0.6 is adopted at a high μ.

On the other hand, based on the engine speed (N _E ) detected by the crank sensor 62 and the accelerator opening (Q _A ) detected by the accelerator opening sensor (77), the desired driving torque T _d desired by the driver is determined. As shown in FIG. 16, it is obtained from a map and then calculated by multiplying (1-α) the demand driving torque T _d by the correction request driving torque corresponding to the weight coefficient?. For example, when α = 0.6, the employment ratio of the reference drive torque T _B and the required drive torque T _d is 6 to 4. Therefore, T _OH of the target drive torque of the substrate 11 is calculated as the following expression (16).

T _OH = αT _B + (1-α) = T _d (16)

The vehicle 82 is provided with a manual switch (not shown) for the driver to select the high road turning control, and when the driver selects the high road turning control by operating the manual switch, the high road turning described below is used. The swing control operation is performed.

As shown in claim 17 also showing the flow of control for determining a turning control target driving torque (T _OH) with a high μ, by the arithmetic processing of the various data described above in J1, the target driving torque (T _OH) Although calculated, this operation is performed irrespective of the operation of the manual switch.

Next, in J2, it is determined whether or not the vehicle 82 is turning control at high mu, that is, whether or not the turning control flag F _CH is set at high mu. Initially, during turning control at high μ, it is determined that the flag (FT _OH ) is in reset state, and the initial value set by J3 to the target drive torque (T _OH ), for example, It is determined whether or not (T _d -2) or less. That is, although the target drive torque T _CH can be calculated even in the straight state of the vehicle 82, the value is usually much larger than the required drive torque T _d . However, since the required driving torque T _d is generally reduced when the vehicle 82 is turning, it is determined as the starting condition of the turning control when the target driving torque T _OH becomes less than or equal to the initial value T _d -2. I'm trying to.

In addition, setting this initial value to (T _d -2) is a hysteresis for preventing control vibration.

If it is determined in step J3 that the target drive torque T _CH is equal to or less than the initial value T _d -2, the TCI 76 determines whether or not the idle switch 68 is in the off state at J4.

When the idle switch 68 is turned off as a step of J4, that is, when the axel pedal 31 is determined by the driver, the turning control flag F _CH is set to high in J5. Next, whether or not the steering angle neutral position learning completion flag F _H is set in J6, that is, the reliability of the steering angle δ detected by the steering angle sensor 84 is determined.

If it is determined in step J6 that the steering angle neutral position learning completion flag F _H is set, it is again determined whether or not the turning control flag F _OH is set to high mu in J7.

In the above procedure, the flag F _CH is set to high μ in step J5, and the flag F _CH is set to high μ in step J7. Therefore, the flag F _CH is set to high μ in step J7. It is determined that the flag F _CH is set during swing control, and the previous calculation value at J8, that is, the target drive torque T _OH at the step of J (1) is adopted as it is.

On the other hand, if it is determined in step J6 that the steering angle neutral position learning completion flag F _H is not set, there is no credibility of (δ) calculated as Equation (8), and thus the target drive torque calculated as Equation (16). Without adopting (T _OH ), the TCL 76 outputs the maximum torque of the engine 11 at J9 as the target drive torque T _OH , whereby the ECU 15 transmits the solenoid valve 51 for torque control. As a result of lowering the duty ratio of 56) to the 0% side, the engine 11 generates drive torque corresponding to the depression amount of the axel pedal 31 by the driver.

If it is determined in step J3 that the target drive torque T _OH is not equal to or smaller than the initial value Td-2, the control does not proceed to the turning control, but instead of the step J6 or J7, the step J9 proceeds to the step T9. is the result of outputting the maximum torque of the engine 11 as a target drive torque (T _CH), and that by this ECU (15) decreases the duty factor of the torque control solenoid valve (51,56) toward 0%, the engine ( 11) generates the drive torque according to the depression amount of the accelerator pedal 31 by the driver.

Similarly, even when the idle switch 68 is turned on at the step J4, that is, when the axel pedal 31 is not revealed by the driver, the TCL 76 is set as the target drive torque T _OH . As a result of outputting the maximum torque, which causes the ECU 15 to lower the duty ratio of the solenoid valves 51 and 56 for torque control to 0%, the engine 11 depresses the amount of depression of the axel pedal 31 by the driver. Drive torque is generated in accordance with the above, and the shift control does not proceed.

If it is determined that the turning control flag F _CH is set to a high μ in the step J2, the difference between the target drive torque T _OH calculated at this time and the target drive torque T _{CH (nn)} calculated at the previous time _is determined. It is determined whether (ΔT) is larger than the preset allowable capacitance T _K. The increase / decrease allowance T _K is the amount of torque change as long as the occupant does not feel the acceleration / deceleration shock of the vehicle 82. For example, the target acceleration and acceleration G _XO of the vehicle 82 is suppressed to 0.1 g per second. When using the above formula (10)

It becomes

If it is determined in step J10 that the difference ΔT between the target drive torque T _OH calculated at this time and the calculated target drive torque TOH _(n-1) is not greater than the preset increase / decrease allowance T _K , In J11, it is determined whether or not the difference ΔT between the target drive torque T _OH at this time and the target drive torque TOH _(n-1) calculated last time is larger than the negative increase / decrease allowance T _K.

If it is determined in step J11 that the difference ΔT between the target drive torque T _OH and the target drive torque T _{OH (n-1)} calculated last time is larger than the negative increase / decrease allowance T _K , the current calculation is performed. Since the absolute value | ΔT | for the difference between the target drive torque T _OH and the target drive torque T _{OH (n-1)} calculated last time is smaller than the increase / decrease allowance T _K , the current target drive torque calculated is (T _OH ) is employed as a calculated value in the step of J8 as it is.

If it is determined in step J11 that the difference ΔT between the target drive torque T _OH calculated this time and the target drive torque T _{OH (n-1)} calculated last time is not greater than the negative increase / decrease allowance T _K , In J12, the target drive torque T _OH at this time is adopted as a calculated value in the step of J18 by the following equation.

T _OH = T _{OH (n-1)} -T _K

That is, to reduce the deceleration shock in accordance with the drive torque reduction of the last calculated target drive torque (TOH _(n-1)), increasing or decreasing the allowance range below about (T _K) the regulated, and pipe (11).

On the other hand, the difference ΔT between the target drive torque T _OH calculated at this time step J10 and the target drive torque T _OH calculated last time and the target drive torque T _{OH (n-1)} calculated last time are When it is judged that the increase / decrease allowance T _K is equal to or larger than that, the target drive torque T _{OH at} this time is corrected by the following equation as J13, and this is adopted as the calculated value in the step of J8.

T _OH = T _{OH (n-1)} + T _K

That is, in the case of increase of the driver size, as in the case of a drive torque reduction of the above, this time the target driving torque (T _OH) and the difference (ΔT) of the target driving torque _{(T OH (n-1)} ) calculated previously calculated If the value exceeds the increase / decrease allowance (T _K ), the increase or decrease of the target drive torque (T _{OH (n-1} )) calculated last time is regulated by the increase / decrease allowance (T _K ), and the increase in the drive torque of the engine 11 is applied. It is to reduce the acceleration shock.

In this way, the steering axis turning angle (δ _H ), the target before and after acceleration (G _XO ), the target driving torque (T _OH ) and the actual forward and backward acceleration (G _X ) when the increase and decrease of the target drive torque (T _OH ) are regulated. ) in the case shown by the solid lines are not restricting the increasing weight of the target driving torque (T _OH) as a state of change shown in claim 18 is also indicated by a broken line, changes of the actual longitudinal acceleration (G _X) is seamlessly It is determined that the deceleration shock has been resolved.

When the target drive torque T _OH is set as described above, it is determined in TCL 76 J14 whether or not the target drive torque T _OH is greater than the driver's required drive torque T _d .

Here, when the flag F _CH is set during high turning control, the target drive torque T _CH is not greater than the driver's required drive torque T _d , and the idle switch 68 is turned on at J15. Determine whether or not.

If it is determined in step J15 that the idle switch 68 is not in the on state, the swing control is required, and therefore the procedure goes to step J6. If it is determined in step J14 that the target driving torque T _OH is greater than the driver's required driving torque T _OH , it means that the turning driving of the vehicle 82 is finished, so that the TCL 76 is set at J16. Reset the flag (F _CH ) during turning control to μ. Similarly, if it is judged that the idle switch 68 is in the on state at step J15, the accelerator pedal 31 is not stepped on. Therefore, the control unit shifts to the step H16 to reset the flag F _CH during turning control to a high μ. Set.

In J16, when the flag F _CH is reset to high μ, the TCL 76 outputs the maximum torque of the engine 11 at J9 as the target drive torque T _CH , thereby causing the ECU ( As a result of lowering the duty ratio of the solenoid valves 51 and 56 for torque control to the 0% side, the engine 11 generates drive torque corresponding to the depression amount of the accelerator pedal 31 by the driver.

In this embodiment, the target drive torque T _OH of the engine 11 is calculated from the target lateral acceleration G _YO of the vehicle 82, and the target drive torque T _OH and the preset initial value T are set. _{Although d} -2) was compared and it was determined to start the turning control when the target drive torque T _OH became equal to or less than the initial value R _D -2, the target lateral acceleration G _YO of the vehicle 82 was previously determined. Of course, it is also possible to directly compare the set reference value, for example, 0.6 g, and to start the turning control when the target lateral acceleration G _YO becomes equal to or more than 0.6 g, which is the reference value.

After calculating the target drive torque T _OH for turning control at high μ, the TCL 76 calculates the target drive torque T _OH for turning control at low μ as follows.

However, at low μ, the target lateral acceleration (G _YO ) is greater than the actual lateral acceleration (G _Y ), and the target lateral acceleration (G _YO ) is greater than the target lateral acceleration (G _YO ). Is determined to be larger than the preset initial value, and when the target lateral acceleration G _YO is larger than the initial value, it is determined that the vehicle 82 is traveling at a low μ, and the turning control may be performed as necessary.

As shown in FIG. 19 showing the operation block for low-low swing control, the target lateral acceleration G _YO is obtained from the steering axis turning angle δ _H and the vehicle speed V by the above formula (9). As the stability factor A of, for example, 0.005 is employed.

Only ask the following to a target lateral acceleration (G _YO) and the vehicle speed (V) target longitudinal acceleration (G _XO) from, in this embodiment shown to the target longitudinal acceleration (G _XO) of claim 20 also reads in as map . This map shows the target before and after acceleration G _{XC which} can be safely driven by the vehicle 82 according to the magnitude of the target lateral acceleration G _{YO in relation} to the vehicle speed V, and is set by the test driving result or the like.

Then, the reference drive torque T _B is calculated by the above equation (10) or the map is obtained based on the target acceleration and acceleration G _XO , and the adoption ratio of the reference drive torque T _B is obtained. In this case, the weight coefficient α is larger than the high μ coefficient for α and is set as, for example, α = 0.8, but this lowers the reflectance ratio to the driver's request at a low μ and reduces the risk. This is because it enables to drive safely and securely to the low road.

On the other hand, as the driver's required drive torque T _d , the value calculated during the high-low arithmetic operation is adopted as it is, and thus the target drive torque T _OL considering the required drive torque T _B in consideration of the existing drive torque T _B. Is calculated by the following formula (17) as shown in the above formula (16).

T _OL = α T _B + (1-α) T _d . … … … … … … … … … … … … … … … … … … (17)

The vehicle 82 is provided with a manual switch (not shown) for the driver to select a low-low turning control. When the driver selects a low-low turning control by operating the manual switch, the low-low turning described below is used. The swing control operation is performed.

A low-μ turning control target driving torque (T _OL) target drive torque by detection and calculation processing of various types of data to just as described above in the L1 as shown in claim 20, also showing the flow of control for determining (T _OL) Is calculated, but this operation is performed regardless of the operation of the manual switch.

Next, at L2, it is determined whether or not the vehicle 82 is turning control to low mu, that is, whether or not the turning control flag F _CL is set to mu. Since the flag F _CL is in the reset state because it is not in the turning control at low μ, the actual lateral acceleration calculated by the rotational difference between the rear wheels 78 and 79 at L3 is determined. by a further 0.05g (G _Y) is not greater than the target lateral acceleration a preset initial value (G _YO) that is, in the low-μ of the actual lateral acceleration (G _Y) than the target lateral acceleration (G _YO) side keungap If the doemeuro, it is determined whether the initial value is larger than the target lateral acceleration (G _YO), and the target lateral acceleration (G _YO) is larger than the initial value, it is determined that the vehicle 82 is an in the low μ during traveling.

In step L3, if the target lateral acceleration G _YO is greater than the initial value G _Y +0.05 g, i.e., the vehicle 82 is turning at a low path, the TCL 76 is determined to be TCL (at L4). The low lateral low timer (not shown) built in 76) is shifted to a step after L6 described later until the count is completed, and the target lateral acceleration (G _YO ) and (11) according to Equation (9) are performed every 15 milliseconds. Calculate the actual lateral acceleration (G _Y ) by the formula and repeat the determination operation of L3.

That is, until 0.5 second has elapsed from the start of the low-low timer, the process proceeds to the steps L6 and L7 and to the step L8. The TCL 76 sets the maximum torque of the engine 11 as the target drive torque T _OL . As a result, the ECU 15 lowers the duty ratio of the solenoid valves 51 and 56 for torque control to 0%, so that the engine 11 drives according to the depression amount of the accelerator pedal 31 by the driver. Generate torque.

If the state in which the target lateral acceleration (G _YO ) is larger than the initial value (G _Y + 0.05g) does not continue for 0.5 seconds, the TCL 76 determines that the vehicle 82 is not driving at a low μ, and at L9 The count of the low-low timer is cleared, and the procedure goes to steps L6 to L8.

If the state in which the target lateral acceleration G _YO is larger than the initial value G _Y + 0.05g continues for 0.5 seconds, it is determined as the L10 whether the idle switch 68 is off or not, and the idle switch 68 is in the on state, That is, when it is determined that the accelerator pedal 31 is not depressed by the driver, the low-speed turning timer is cleared as L9, and the count of the low-low timer is cleared as L9, and the process proceeds to steps L6 to L8, whereby TCL ( 76 outputs the maximum torque of the engine 11 as the target drive torque T _OL , whereby the ECU 15 lowers the duty ratio of the solenoid valves 51 and 56 for torque control to 0%. The engine 11 generates the drive torque according to the depression amount of the accelerator pedal 31 by the driver.

When the idle switch 68 is turned off as a step of L10, that is, when the axel pedal 31 is determined by the driver, the turning control flag F _CL is set to low mu at L11. Next, in L6, whether or not the steering angle neutral position learning completion flag F _H is set, that is, the reliability of the steering angle δ detected by the steering angle sensor 84 is determined.

In step L6, if it is determined that the steering angle neutral position learning complete flag F _H is set, it is determined again whether or not the turning control flag F _CL is set to low mu at L7. In the step L11, when the turning control flag F _CL is set to low µ, the previous calculation value in the step L12, that is, the target drive torque T _OL in the step L1 is used as it is.

If it is determined in step L6 that the steering angle neutral position learning completion flag F _H is not set, the steering angle 8 is not reliable, the process shifts to the step L8 and the target of the formula (17) calculated before in L1. Without adopting the drive torque T _OL , the TCL 76 outputs the maximum torque of the engine 11 as the target drive torque T _OL , whereby the ECU 15 transmits the solenoid valve 51 for torque control. As a result of lowering the duty ratio of 56) to the 0% side, the engine 11 generates a drive torque different from the depression amount of the axel pedal 31 by the driver.

On the other hand, if it is determined that the turning flag F _OL is set to low μ as the step of L2, the process proceeds to the step L13.

In steps L13 to L16, the difference ΔT between the target drive torque T _OL calculated this time and the target drive torque T _{OH (n-1)} calculated last time is the same as in the case of the turning control for the high road. It is judged whether it is larger than (T _E ), and in either case of increase or decrease, if it is within the increase / decrease allowance (T _K ), the target drive torque T _OL calculated this time is used as the calculated value in the step of L12 as it is, If is greater than the increase or decrease allowance (T _K ), the target drive torque is regulated as increase or decrease allowance (T _K ).

In other words, when the target drive torque (T _OL ) is decreased, the current target drive torque (T _OL ) is corrected to T _OL = T _{OL (n-1)} ) -T _K at L15, and this is adjusted at the step of L12. It is adopted as a calculated value. Conversely, if the target drive torque (T _OL ) is increased, the current target drive torque (T _OL ) is changed from L16.

T _OL = T _{OL (n-1)} ) + T _K

Is adjusted as the calculated value in the step L12. When the target drive torque T _OL is set as described above, the TCL 76 determines whether or not the target drive torque T _OL is greater than the driver's required drive torque T _d at L17. Here, if the flag F _CL is set during low turning control, the target drive torque T _OL is not larger than the required drive torque T _d , so the flow advances to the step L9 and the low time timer When the count is completed, the process shifts to steps L6 and L7 where it is determined that the steering angle neutral position learning completion flag F _H is set, and when it is determined that the turning control flag F _CL is set to low μ, L1. or L15 or the calculated value employed in the step of L16 is selected as the turning of a low μ for controlling the drive torque (T _OL).

Even when it is determined that the target drive torque T _OL is greater than the driver's required drive torque T _B as the step of L17, the steering shaft turning angle δ _H is not less than 20 degrees, for example, as L18. If it is determined that the turning run of the vehicle 82 is finished, the TCL 76 resets the flag F _CL during turning control to low mu at L19.

If the turning control flag F _CL is reset to low μ at the step L19, the low-low timer does not need to be counted. Therefore, the count of the low-low timer is cleared and the procedure goes to the steps of L16 and L17. Since it is determined that the turning control flag F _CL is in the reset state with the low μ at the step L7, the process proceeds to the step L8, whereby the TCL 76 is the target drive torque T _OL as the maximum of the engine 11. The torque is output, and as a result of this, the ECU 15 lowers the duty ratio of the solenoid valves 51 and 56 for torque control to 0%, so that the engine 11 responds to the amount of depression of the accelerator pedal 31 by the driver. Generates drive torque accordingly.

It is of course also possible to disregard the driver's required drive torque T _{B in} order to simplify the above-described turning control and sequence, and in this case, the target drive torque is expressed by the equations (10), (14) and (15). reference may be employed for the drive torque (T _B) calculated by possible. As in the present embodiment, even when the driver's required driving torque T _B is taken into consideration, the coefficient α is not changed with the time elapsed after the start of control as shown in FIG. 22 without setting the weight coefficient α as a fixed value. Value is gradually reduced, or gradually decreases according to the vehicle speed as shown in FIG. 23, and the ratio of the driver's required driving torque T _d is increased. Similarly, as shown in FIG. 24, for a while after the start of the control, the value of the coefficient α is kept constant, and gradually decreases after a predetermined time, or the coefficient (A) increases as the steering shaft turning angle δ _H increases. It is also possible to increase the value of α) and to allow the vehicle 82 to run safely, especially for a turning circuit having a smaller curvature radius.

In the above arithmetic processing method, this target is set by the increase / decrease allowance (T _K ) to calculate the target driving torque (T _OH , T _OL ) by preventing the acceleration / deceleration shock caused by the sudden change in the driving torque of the engine (11). Although the drive torques T _OH and T _OL are regulated, this regulation may be performed for the target before and after acceleration G _YO . When the increase and decrease in the allowance in case G, shows the operation sequence of the target longitudinal acceleration _{(G XO (n))} in n hoesi below.

₍₁₎ G _{XO (n)} = G _{XO (n-1)} > G _K

G _{XO (n)} = G _{XO (n-1)} + G _K

② When G _{XO (n)} -G _{XO (n-1)} <-G _K

G _{XO (n)} = G _{XO (n-1)} -G _K

In this case, when the sampling time of the main timer is 15 milliseconds and the change in the target acceleration and acceleration (G _XO ) is to be suppressed to 0.1 every second

G _K = 0, 1 Δt

It becomes

Further, in the above-described embodiment, the target drive torque for turning control for two types of high mu and low mu is calculated, but the target driving torque for turning control corresponding to the intermediate road between the high mu and low mu is calculated. The final target drive torque may be selected from the target drive torque of. In this case, a method as shown below may be employed as a method for determining whether the road surface being driven is high or low μ or whether the road surface of these intermediate friction coefficients (hereinafter referred to as middle μ) is applied. That is, in FIG. 12, when the friction coefficient to high μ is μ _H , the friction coefficient to medium μ is μ _H , and the friction coefficient to low μ is μ _L , the lateral acceleration (G) acting on the vehicle 82 is applied. _Y ) cannot exceed the coefficients of friction (μn, μ _M , μ _L ) of these road surfaces.

Here, as shown in FIG. 25 showing the relationship between the lateral acceleration G _Y acting on the vehicle 82 and the above-described stability factor A, the stability factor A is related to the magnitude of the lateral acceleration G. be sufficiently large standard stability coefficient than the region for holding the value with no a _B (e. g. 0.005) when calculating the lateral acceleration (g _Y) of the vehicle (82) when they of the road surface friction coefficient (μ _H, μ _M , μ _L ).

Therefore, the steering angle δ and the lateral acceleration G _Y and the vehicle speed V of the vehicle 82 are detected, and the stability coefficient A calculated from the above Equation 12 is compared with the reference stability coefficient A _B. In addition, the detector of the lateral acceleration (G _Y ) when they match can be estimated by the friction coefficient of the road surface.

After calculating the target drive torque T _OL for turning control at low μ as described above, the TCL 76 calculates the optimal final target drive torque (T _LS , T _LH , T _OL ) from these three target drive torques T _LS . T) is selected and this is output to ECU15. In this case, the target driving torque of the smallest value is given priority in consideration of the running stability of the vehicle 82. However, in general, since the target drive torque (T _OS ) for slip control is low μ and is always smaller than the target drive torque (T _OL ) for swing control, the final step is performed in the order of slip control, low μ and high μ for swing control. The target drive torque T _O may be selected.

After calculating the final drive torques T _OS , T _OH , T _OL indicating the flow of this process, it is determined whether or not the slip control flag F _S is set as U 12.

If it is determined in step U12 that the slip control flag F _S is set, the TCL 76 selects the target drive torque T _OL for slip control as the final target drive torque T _O as U 13. This outputs this to the ECU 15.

The ECU 15 stores a map for determining the throttle opening degree θ _T using the engine speed N and the drive torque of the engine 11 as parameters, and the ECU 15 uses the map at U 14. Then, the target throttle opening degree θ _TO corresponding to the current engine speed N _E and the target drive torque T _OL is read. Next, the ECU 15 calculates the deviation between the target throttle opening degree θ _TO and the actual throttle opening degree θ _T output from the throttle opening degree sensor 67, and the duty ratios of the solenoid valves 51 and 56 for torque control are determined. Is set to a value corresponding to the deviation, and current flows to the solenoid of the plungers 52 and 57 of the respective solenoid valves 51 and 56 for torque control, and the actual throttle opening degree (θ _T ) is activated by the operation of the actuator 41. ) Is controlled to fall to the target value θ _TO .

If it is determined at step U12 that the slip control flag F _S is not set, it is determined at U15 whether the turning control flag F _CL is set to low mu.

When it is judged that the flag F _CL is being set to low mu at the step of mu (15), the final target drive torque T _OL is selected from mu 16 and the process proceeds to mu 14. If it is determined in step 15 of the turning control flag F _{CH that} is set to low μ, the U 17 determines whether or not the turning control flag F _CH is set to high μ.

If it is determined in step U17 that the turning control flag F _CH is set to high μ, the target driving torque T _OH during turning control to high μ is selected from U18 as the final target driving torque T _OL . The procedure then proceeds to step U14.

On the other hand, if it is determined in the step of U17 that the flag F _CH is not set to high turning control, the maximum torque of the engine 11 is output as the final target drive torque T _O of the TCL 76. As a result, the ECU 15 lowers the duty ratio of the solenoid valves 51 and 56 for torque control to 0%, and the engine 11 generates a drive torque different from the depression of the accelerator pedal 31 by the driver. do. In this case, in this embodiment, the duty ratios of the solenoid valves 51 and 56 for torque control are not 0% unconditionally, and the ECU 15 compares the actual axel opening degree θ _A with the maximum throttle opening regulation value. When the axel opening degree θ _A exceeds the maximum throttle opening limit value, the duty ratio of the single torque control solenoid valves 51 and 56 is determined by the plunger, as the throttle opening degree θ _A becomes the maximum throttle opening limit value. (52, 57) is driven. The maximum throttle opening limit is a function of the engine speed (N _E ), and is set to a fully closed state or its vicinity above a certain value (for example, 2000 rpm). As the number N _E decreases, it is set so as to gradually decrease to an opening degree of several tens percent.

The reason why the throttle opening degree θ _T is regulated is to increase the control responsiveness when it is determined that the drive torque of the engine 11 of the TCL 76 needs to be reduced. That is, the current design policy of the vehicle 82 improves the acceleration and the maximum output of the vehicle 82, so that the hole diameter (path cross-sectional area) of the throttle body 21 tends to be very large, and the engine 11 In the low rotational area, the intake air amount saturates to about tens of percent of the throttle opening degree θ _T. Therefore, the throttle opening degree θ _T is regulated at a predetermined position rather than being set at or completely open according to the depression amount of the accelerator pedal 31, so that the target throttle opening degree θ when there is a command for reducing the driving torque is established. This is because the deviation between _TO ) and the actual throttle opening degree θ _T is small and can be quickly lowered to the target throttle opening degree θ _TO .

In the above-described embodiment, two types of target drive torques for swing control, i.e., low and low μ, are calculated, but one type of target drive torque T _OC for swing control is calculated, and this slip control is performed during slip control. It is of course also possible to select the target drive torque T _{OS of the motor} in preference to the target drive torque T _OC for turning control.

As shown in FIG. 27 showing a processing flow of another embodiment according to the present invention, the target drive torque T _OS for slip control and the target drive torque T _OC for swing control in U21 are calculated in the same manner as described above. Subsequently, it is determined whether or not the slip control flag F _S is set in U22.

If it is determined in step S22 that the slip control flag F _S is set, the target drive torque T _OS for the slip control is selected in U23 as the final target drive torque T _C. In U24, the ECU 15 reads the target throttle opening degree θ _TO corresponding to the current engine speed N _E and the target drive torque T _OL from a map stored in the ECU 15, and the target The deviation between the actual throttle opening degree θ _T output from the throttle opening degree θ _TO and the throttle opening degree sensor 67 is obtained, and a current flows through the solenoids of the solenoid valves 51 and 56 for torque control. By the operation of, the actual throttle opening degree θ _T is reduced to the target throttle opening degree θ _TO .

If it is determined in step U22 that the slip control flag F _S is not set, it is determined whether or not the swing control flag F _C is set in U25.

If it is determined that the turning control flag F _C is set in the step U25, the turning control target driving torque T _OC is selected as the final target driving torque T _O at the step U26, and the flow proceeds to the step of U24.

On the other hand, if it is determined in step U25 that the flag F _C is set during the swing control, the TCL 76 outputs the maximum torque of the engine 11 as the final target drive torque T _O , whereby As a result of the ECU 15 lowering the duty ratio of the solenoid valves 51 and 56 for torque control to 0%, the engine 11 generates drive torque corresponding to the depression amount of the accelerator pedal 31 by the driver.

Next, another embodiment in which the turning control apparatus for a vehicle according to the present invention is applied to a front wheel drive type vehicle equipped with an automatic transmission having four forward and one reverse speeds will be described below.

First, although there is a place overlapping with the previous embodiment, it will be described as one for convenience. The same code | symbol is attached | subjected also to the member of the same function as the previous embodiment.

The input shaft 14 of the hydraulic automatic transmission 13 is connected to the output shaft 12 of the engine 11 as shown in FIG. 28 showing the concept of this embodiment and FIG. 29 showing the schematic structure of the vehicle. The hydraulic automatic transmission 13 is a hydraulic control device 16 in response to a command from the ECU 15 which controls the driving state of the engine 11 according to the selection position of a selection lever not shown by the driver and the driving state of the vehicle. It is designed to automatically select the intended gear. The specific configuration and operation of the hydraulic automatic transmission 13 are known from, for example, Japanese Patent Application Laid-Open No. 58-54270, Japanese Patent Application Laid-Open No. 61-31749, and the like. One shift control solenoid valve (not shown) for engaging and releasing a plurality of friction coupling elements constituting a part of the plurality of friction coupling elements is provided. By controlling by), the shifting operation can be smoothly achieved at any shifting stage within the forward four-speed rear one-stage.

In this embodiment, as in the previous embodiment, the opening degree of the throttle valve 20 is simultaneously controlled as the axel pedal 31 and the actuator 41. However, two inductor valves are arranged in series in the intake passage 19. It is also possible to connect one throttle valve only to the accelerator pedal 31 and to connect the other throttle valve only to the actuator 41 to independently control these two throttle valves.

On the downstream end side of the intake pipe 18, a fuel injection nozzle 59 of a fuel injection device for injecting fuel, which is not shown, into the combustion chamber 17 of the engine 11, is provided for each cylinder of the engine 11 (in this embodiment, 4). Fuel is supplied to the fuel injection nozzle 59 via the solenoid valve 60 controlled by the ECU 15, respectively. That is, by controlling the valve opening time of the solenoid valve 60, the amount of fuel supplied to the combustion chamber 17 is adjusted, and a predetermined air-fuel ratio is set so as to be ignited by the spark plug 61 in the combustion chamber 17. It is.

The ECU 15 is mounted on the engine 11 and detects the rotational speed of the crank angle sensor 62 for detecting the engine speed and the output shaft 63 of the hydraulic automatic transmission 13. A front wheel rotation sensor 66 for calculating the average peripheral speed of the front wheels 64 and 65, a throttle opening sensor 67 mounted on the throttle body 21 to detect the opening degree of the throttle lever 24, In addition to the idle switch 68 which detects the fully closed state of the throttle valve 20, the amount of air that is coupled to the air cleaner 69 at the distal end of the intake pipe 18 to flow into the combustion chamber 17 of the engine 11 is detected. Karman requirements are coupled in the midst of the airflow sensor 70, such as a flow meter, with the engine 11, the water temperature sensor 71 for detecting the cooling water temperature of the engine 11, and the exhaust pipe 72. The exhaust temperature sensor 74 and the ignition key switch 75 for detecting the temperature of the exhaust gas flowing in the exhaust passage 73 are connected. It is.

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

Axel which is mounted to the throttle body 21 together with the throttle opening degree sensor 67 and the idle switch 68 in the TCL 76 for calculating the target driving torque of the engine 11 to detect the opening degree of the axle lever 23. Steering at the time of turning on the basis of the straight state of the vehicle 82 and the rear wheel turntables 80 and 81 for detecting the rotational speeds of the opening sensor 77 and the left and right rear wheels 78 and 79 which are the driven wheels, respectively. The steering angle sensor 84 for detecting the turning angle of the shaft 83 and the normal phase every 360 degrees of the steering angle 83 and the steering wheel 85 integrally (the phase which causes the vehicle 82 to be in a substantially straight state are The steering shaft reference position sensor 86 which detects the thing contained in this} is connected, and the output signal is sent from these sensors 77, 80, 81, 84, 86, respectively.

The ECU 15 and the TCL 76 are connected via a communication cable 87. In the ECU 15, the engine speed or the rotation speed of the output shaft 63 of the hydraulic automatic transmission 13 and the idle switch 68 Information on the operating state of the engine 11 such as a detection signal is sent to the TCL 76. Conversely, in the TCL 76, information about the target drive torque and the delay angle ratio at the ignition timing calculated in the TCL 76 is sent to the ECU 15.

In this embodiment, when the step amount in the front and rear directions of the front wheels 64 and 65, which are the driving wheels, is increased in advance, slip control is performed to lower the driving torque of the engine 11 to secure the maneuverability and to prevent energy loss. In the case where the target drive torque of the engine 11 and the lateral acceleration generated in the vehicle during the turning are equal to or more than a preset value, the turning control is reduced so that the vehicle does not leave the turning circuit by lowering the driving torque of the engine 11. The target drive torque of the engine 11 in the case of performing the above operation is respectively calculated by the TCL 76, the optimal final target drive torque is selected from these two target drive torques, and the drive torque of the engine 11 is adjusted as necessary. It is possible to reduce. Even when the throttle valve 20 is completely closed through the actuator 41, the target delay angle at the ignition timing is set in consideration of the case where the output reduction of the engine 11 does not match, and the drive torque of the engine 11 is set. Can be reduced quickly.

As shown in FIG. 30 showing an approximate flow of control according to the present embodiment, in this embodiment, the target drive torque T _OL of the engine 11 in the case of slip control and the case of the turning control are performed. The target drive torque T _OL of the engine 11 and the target drive torque T _OL of the engine 11 at the time of turning control are always calculated in parallel as the TCL 76, and these two target drive torques are calculated. The optimum final torque T _O is selected from T _OS and T _OC , and the driving torque of the engine 11 can be reduced as necessary.

Specifically, the control program of the present embodiment is started by the on operation of the ignition key switch 75, and at M1, first reading of the steering axis turning position initial value δ _{m (n)} , resetting of various flags, or sampling of this control is performed. Initial setting such as the start of counting of the main timer every 15 milliseconds, which is a period, is performed.

The MCL calculates the vehicle speed V and the like by the detection signals from the various sensors in M2, and subsequently adjusts the neutral position δ _M of the steering shaft 83 at M3. Since the neutral position δ _M of the steering shaft 83 of the vehicle 82 is not stored in the memory not shown in the ECU 15 or the TCL 76, when the purge switch 75 is on, The initial value δ _{m (o)} is read out, and the learning value is corrected only when the vehicle 82 satisfies the straight traveling condition described later, and the initial value δ _{m (} until the ignition key switch 75 is turned off. _o) learning correction.

Next, when the TCL 76 performs slip control for regulating the drive torque of the engine 11 in accordance with the detection signal from the front wheel sensor 66 and the detection signal from the rear wheel sensors 80 and 81 in M4. the target drive torque (T _OS), an operation and turning control for regulating the driving torque of the engine 11 by the detection signal of the detection signal and the steering angle sensor 84 of the rear wheel rotation sensor (80,81) in M5 The target drive torque TOC of the engine 11 in the case of performing the calculation is calculated.

Then, in M6, the TCL 76 selects the optimum final target drive torque T _O from these target drive torques T _OS , T _OC by the method described below in consideration of stability. In case of sudden start-up or when road condition suddenly changes from a normal dry road to an icy road, the output reduction of the engine 11 may not be met even by the full closing operation of the throttle valve 20 through the actuator 41. Selects the delay angle ratio for correcting the basic delay angle amount P _{B according} to the change rate Gs of the slip amount S of the front wheels 64, 65, and the final target drive torque T _O. And data on the delay angle ratio of the basic delay angle amount P _B from the M8 to the ECU 15.

When the driver desires slip control and swing control by operating a manual switch (not shown), the ECU 15 supplies one torque such that the drive torque of the engine 11 becomes the final target drive torque T _O. controlling the duty factor of the solenoid valve control (51,56), and the primary delay calculation for each metrology (P _B) of each target delay metrology (P _O) in the ECU (15) by the data on the delay angle of the ratio, and the ignition The timing P is delayed by the target delay angle amount P _O as necessary, thereby allowing the vehicle 82 to run safely without difficulty.

When the driver does not desire slip control and swing control by operating a manual switch (not shown), the ECU 15 results in setting the duty ratio of one torque control solenoid valve 51, 56 to 0%. The vehicle 82 is in a normal driving state corresponding to the depression amount of the driver's axel pedal 31.

In this way, the drive torque of the engine 11 is controlled from M9 until the countdown every 15 milliseconds, which is the main timer's sampling cycle, is completed. After that, the steps from M2 to M10 are controlled by the ignition switch 75. Is repeated until is turned off.

As shown in FIG. 31 showing the procedure of learning correction of the neutral position δ _M of the steering shaft 83, the TCL 76 determines whether or not the flag F _C is in turning control at H1. . When it is determined that the vehicle 82 is in swing control at the step H1, the output of the engine 11 suddenly changes by learning and correcting the neutral position δ _H of the steering shaft 83, thereby deteriorating the riding comfort. Since there is a concern, the learning correction of the neutral position δ _M of the steering shaft 83 is not performed.

On the other hand, if it is determined in step H1 that the vehicle 82 is not in the swing control, irrationality does not occur even when learning correction of the neutral position δ _H of the steering shaft 83 is performed, so that the TCL 76 is rear wheel. The vehicle speed V for the learning of the neutral position δ _M at H2 and the turning control described later is calculated by the above equation (1) by the detection signals from the rotation sensors 80 and 81. Next, the TCL 76 calculates the rear wheel speed difference | V _RL -V _RR | at H3, and the TCL 76 is configured by the steering shaft reference position sensor 86 at H4 as the reference position of the steering shaft 83. It is determined whether or not the steering angle neutral position learning completion flag F _HN in the state where δ _N is detected is set.

Immediately after the on operation of the ignition key switch 75, the steering angle neutral position learning completion flag F _CL is not set, that is, the learning of the neutral position δ _M is the first time, and thus the steering shaft turning position calculated this time in H5 ( it is determined whether or not equal to _m, and δ _(n)) is the previously calculated steering shaft turning position δ _{m (n-1).} At this time, the turning detection resolution of the steering shaft 83 by the steering angle sensor 84 may be set after, for example, 5 degrees of conduction so as not to be affected by the driver's hand vibration. If it is determined that the steering shaft turning position δ _{m (n-1)} calculated at this time is the same as the steering shaft turning position δ _{m (n-1)} , the vehicle speed V is previously determined at H6. It is determined whether or not it is larger than the set initial value V _A. This operation is necessary because the vehicle 82 cannot detect the rear wheel speed difference A _R -V _RR and the like due to steering, and the initial value V _A is driven by the vehicle 82. By experiment etc. based on a characteristic etc., it sets suitably, for example, 10 km per hour.

If the vehicle speed V is determined to be equal to or larger than the initial value V _A at the step of H6, the TCL 76 is set to 0.3 Km per hour, for example, set in advance by the rear wheel speed difference V _RL -V _RR | Similarly, it is determined whether or not it is smaller than the initial value V _X , that is, whether the vehicle 82 is in a straight state. Here, the initial value V _X is not set to 0 Km every hour when the tires of the tires of the left and right rear wheels 78 and 79 are not equal to each other. This is to avoid judging that the vehicle 82 is not in a straight state because the peripheral speeds V _RL -V _RR are different.

Further, when the air pressure of the tires of the rear wheels (78,79) of the right and left are not the same feel better the speed difference | this initial value (V _X) are in has a tendency to be larger in proportion to the vehicle speed (V) | V _RL -V _RR for example by maephwa as shown in Figure 32 it may be to read the initial value _(X V) by a vehicle speed (V) from this map.

In step H7, if it is determined that the rear wheel speed difference | V _RL -V _RR | is equal to or less than the initial value (V _X ), the steering axis reference position sensor 86 determines the reference position δ _N of the steering shaft 83 at H8. It is determined whether or not it is detected. At step H8, when the steering shaft reference position sensor 86 detects the reference position δ _N of the steering shaft 83, that is, the vehicle 82 is judged to be in a straight state, the TCL ( The count of the first learning timer (not shown) built in 76) is started.

Next, the TCL 76 determines whether or not 0.5 second has elapsed since the start of the first learning timer in H10, that is, whether or not the state immediately before the vehicle 82 has continued for 0.5 seconds and is 0.5 from the start of the counter of the first learning timer. If it has not elapsed, if H11 determines that the vehicle speed (V) is greater than the initial base value (V), is the rear wheel speed difference | V _RL -V _RR | less than the initial value (V _B ) at H12 per hour? Determine whether or not. If the rear wheel speed difference | V _RL -V _RR | is determined to be equal to or less than the initial value V, that is, the vehicle 82 is in a straight state, as a step of H12, the second learning object (not shown) built into the TCL 76 in H13 is used. Start counting the timer.

In H14, it is determined whether or not five seconds have elapsed at the start of counting of the second learning timer, that is, whether it has continued for five seconds in the straight state of the vehicle 82, and it does not pass five seconds from the count start of the second learning timer. In this case, the process returns to the step H2, and the operation from the step H2 to the step H14 is repeated.

During the repetitive operation, it is determined that the steering shaft reference position sensor 86 is detecting the reference position δ _N of the steering shaft 83 at the H8 step, and the count of the first learning timer is started at the step H9. If, in H10, it is determined that 0.5 seconds have elapsed since the start of the first learning timer, that is, when the straight state of the vehicle 82 continues for 0.5 seconds, the reference position δ _N of the steering shaft 83 is detected in H15. Steering neutral position learning completion flag F _CL is set in the set state, and steering angle neutral position learning completion flag F _H is set in the state where reference position δ _N of steering shaft 83 is not detected in H16. Determine whether or not. If it is determined in step H14 that 5 seconds have elapsed since the counting start of the second learning timer, the process proceeds to step H16.

In the above operation, since the steering angle neutral position learning completion flag F _H is not set in the state where the reference position δ _N of the steering shaft 83 has not yet been detected, the steering shaft 83 at the step H16. ) reference position (δ _N) is completed, the steering angle neutral position in a non-detection state learning flag (F _H) is not set, that is at the reference position (δ _N) of the steering shaft (83) detecting the state of It is determined that the learning of the reference position of δ _M is the first time, and as H17, the current steering axis turning position (δ _{m (n)} ) is regarded as the neutral position (δ _{M (n)} ) of the new steering shaft 83. This is stored in the memory in the TCL 76, and the steering angle neutral position learning completion flag F _H is set in a state where the reference position δ _N of the steering shaft 83 is not detected.

In this way, after setting the new neutral position δ _{M (n)} of the steering shaft 83, the turning angle δ _H of the steering shaft 83 with respect to the neutral position δ _M of the steering shaft 83. ), The count of the learning timer is cleared in H18, and steering angle neutral position learning is again performed.

In addition, when the steering wheel turning position (δ _{m (n)} ) calculated at this time in step H5 is not the same as the steering shaft turning position (δ _{m (-1)} ) calculated at the previous time, or the rear wheel calculated in step H11 If the speed difference | V _RL -V _RR | is judged to be unreliable or the rear wheel speed difference | V _RL -V _RR | is determined to be greater than the initial value V _B at the step H12, neither of the vehicles 82 is in a straight state. The flow proceeds to the step H18 above.

If it is determined in step H7 that the rear wheel speed difference | V _RL -V _RR | is larger than the initial value V _X , the count of the first learning timer is cleared as H19, and the process shifts to step H11, but the H6 is performed. Even if it is determined in step S that the vehicle speed V is equal to or smaller than the initial value V _A , the vehicle 82 cannot be judged to be in a straight state, and the flow advances to the step H11.

On the other hand, the steering angle neutral position learning completion flag F _HN in the state where the reference position δ _N of the steering shaft 83 is detected in the step H4 is set, that is, the learning of the neutral position δ _M is performed. If it is determined that it is the second time or later, it is determined whether or not the steering shaft reference position sensor 86 detects the reference position δ _N of the steering shaft 83 in H20. When the steering shaft reference position sensor 86 detects the reference position δ _N of the steering shaft 83 at the step H20, the vehicle speed V is smaller than the initial value V _A preset in H21. Determine if big or not

If it is determined in step H21 that the vehicle speed V is greater than or equal to the initial value V _A , the TCL 76 determines whether the rear wheel speed difference | V _RL -V _RR | is smaller than the initial value V _X at H22, ie It is determined whether the vehicle 82 is in the straight state. If it is determined that the rear wheel speed difference V _RL -V _RR | is smaller than the initial value V _X at the step H22, the steering shaft turning position δ _{m (n)} calculated at this time in H23 is previously calculated. It is determined whether or not the position δ _{m (n-1)} is equal to or not. If it is determined in step H23 that the steering axis turning position δ _{m (n)} calculated this time is the same as the steering shaft turning position δ _{m (n-1)} calculated last time, the count of the first learning timer is determined in H24. It starts.

Next, the TCL 76 determines whether or not 0.5 second has elapsed from the start of counting of the first learning timer in H25, that is, whether the straight state of the vehicle 82 has continued for 0.5 seconds, and 0.5 seconds from starting counting of the first learning timer. If it does not pass, it returns to the said H2 step, and repeats the said H2-H4, H20-H25 step. On the contrary, when it is determined that 0.5 seconds have elapsed since the counting start of the first learning timer in step H25, the process proceeds to step H16.

If it is determined in step H20 that the steering shaft reference position sensor 86 is not detecting the reference position δ _N of the steering shaft 83, or the vehicle speed V is equal to or greater than the initial value V _A in the step H21. In other words, if it is determined that the rear wheel speed difference | V _RL -V _RR | calculated as the step of H22 is not reliable, or the rear wheel speed difference | V _RL -V _RR | is larger than the initial value (V _X ) at the step of H22. In the case where it is judged or when it is determined that the steering shaft turning position δ _{m (n)} calculated at this time in step H23 is not the same as the steering shaft turning position δ _{m (n-1)} calculated last time, the step of H18 is used. Go to.

When the steering angle neutral position learning completion flag F _H is set as the step of H16, that is, when it is determined that the learning of the neutral position δH is the second time or later, the TCL 76 determines the current steering shaft turning position in H26. (δ _{m (n)} ) is equal to the neutral position δ _{m (n−1)} of the previous steering axis 83, ie

δ _{m (n)} = δ _{M (n-1)}

Determine if it is. If it is determined that the current steering shaft turning position δ _{m (n)} is equal to the neutral position δ _{M (n-1)} of the previous steering shaft 83, the process proceeds to the step H18 as it is and the next steering angle is changed. Neutral position learning is performed.

If it is determined in step H26 that the current steering shaft turning position δ _{m (n)} is not equal to the neutral position δ _{M (n-1)} of the steering shaft 83 due to the play of the steering system or the like. In this embodiment, the current steering shaft turning position δ _{m (n)} is not judged as the neutral position δ _{M (n)} of the new steering shaft 83 as it is, and the absolute value of these differences is set in advance. If the limit amount is higher than or equal to or greater than the limit amount, the subtraction or addition of the correction limit amount is added to the previous steering axis turning position, δ _{m (n-1)} . δ _{M (n)} ), and this is stored in the memory in the TCL 76.

That is, the TCL 76 is set in advance by a value obtained by subtracting the neutral position δ _{M (n-1)} of the previous steering shaft 83 from the current steering shaft turning position δ _{m (n} ) in H27. It is determined whether or not it is smaller than the negative correction limit amount (-Δδ). When it is determined that the value subtracted in the step of H27 is smaller than the negative correction limiting amount (-Δδ), the neutral position δ _{M (n)} of the new steering shaft 83 is changed to the previous steering shaft 83 in H28. From the neutral position (δ _{M (n-1)} ) and the negative compensation limit (-Δδ)

δ _{M (n)} = δ _{M (n-1)} -Δδ

It is considered that the learning compensation amount is not increased to the negative side unconditionally.

As a result, even when the abnormality detection signal from the steering angle sensor 84 is output for any reason, the neutral position δ _M of the steering shaft 83 does not change suddenly, and it is possible to quickly respond to the abnormality. I can do it.

On the other hand, if it is determined that the value subtracted in step H27 is larger than the negative correction limiting amount (-Δδ), the neutral position of the previous steering shaft 83 from the current steering shaft turning position δ _{m (n)} in H29. It is determined whether or not the value obtained by subtracting (δ _{M (n-1)} ) is greater than the positive correction limit amount Δδ. If it is determined that the value subtracted in step H29 is greater than the zero correction limit amount Δδ, then the neutral position δ _{H (n)} of the new steering shaft 83 is neutralized at the previous steering shaft 83 in H30. From the position δ _{M (n-1} ) and the positive correction limit Δδ

δ _{M (n)} = δ _{M (n-1)} + Δδ

It is considered that the learning compensation amount is not increased to the positive side unconditionally.

As a result, even if another detection signal is output from the steering angle sensor 84 due to any cause, the neutral position δ _M of the steering shaft 83 does not change suddenly, and the response to the abnormality can be promptly made. I can do it.

However, when it is determined that the value subtracted in the step H29 is smaller than the positive correction limit amount Δδ, the neutral steering position δ of the new steering shaft 83 is replaced by the current steering shaft turning position δ _{m (n)} in H31. _{M (n)} ) is read as it is.

As described above, in the present embodiment, only the rear wheel speed difference | V _RL -V _RR | is used to learn-correct the neutral position δ _M of the steering shaft 83, and the steering shaft reference position sensor 86 of employing a method of using the detection signals in parallel, and the vehicle 82 is capable of learning correction of the neutral position (δ _M) of a relatively quick steering shaft 83 and the oscillation, the steering shaft reference position sensor 86 which Even if the failure occurs, the neutral position δ _M of the steering shaft 83 can be learned and corrected only by the rear wheel speed difference V _RL -V _RR |

In this way, the learning position of the neutral position δ _M of the steering shaft 83 is corrected, and then the engine 11 is driven by the detection signal from the front wheel rotation sensor 66 and the detection signal from the rear wheel rotation sensors 80 and 81. The target drive torque T _OS is calculated in the case of performing slip control that regulates the drive torque.

However, the friction coefficient between the tire and the road surface can be regarded as equivalent to the rate of change of the vehicle speed V applied to the vehicle 82 (hereinafter referred to as forward and backward acceleration) (G _X ). The acceleration G _X is calculated by the detection signals from the rear wheel rotation sensors 80 and 81, and the reference drive torque TB of the engine 11 corresponding to the maximum value of the front and rear acceleration G _X is rotated front wheel. The deviation between the front wheel speed V _F detected from the sensor 66 and the target current speed V _FC corresponding to the vehicle speed V (hereinafter, this is referred to as slip amount) is corrected by the target drive. The torque T _OS is calculated.

As shown in FIG. 33, which shows an operation block for calculating the target drive torque T _OS of the engine 11, first, the TCL 76 obtains the slip control vehicle speed V _S from the rear wheel rotation sensors 80 and 81. FIG. In this embodiment, the lower vehicle speed selector 101 selects the smaller ones in the two rear wheel speeds V _RL and V _{RR as} the first vehicle speed V _S for slip control, and the high vehicle speed is selected. The selector 102 selects the larger value in the two rear wheel speeds V _RL and V _{RR as} the second vehicle speed V _S for the slip control, and selects the two selectors 101 and 102 by the switching switch 103 thereon. It is to select which output to input.

In the present embodiment, the first vehicle speed V selected by the low vehicle speed selector 101 is calculated by the above expression (1) at the small value V _{L in the} two rear wheel speeds V _RL and V _RR . The multiplication unit 104 multiplies the weight coefficient K _V corresponding to the vehicle speed V and multiplies it by the large value V _{H in the} two rear wheel speeds V _RL and V _RR by (1-K _V ). Is obtained by adding the sum of the multiplication unit 105.

That is, in the state where the drive torque of the engine 11 is actually reduced by slip control, that is, when the prestage F _S is set during slip control, the two rear wheel speeds V _RL , by the switch 103 are set. The smaller value in V _RR ) is selected as the vehicle speed V _S , and even if the driver desires slip control, the state in which the drive torque of the engine 11 is not reduced, that is, the flag F _S during slip control is reset. In this state, the larger value in the two rear wheel speeds V _RL and V _RR is selected as the vehicle speed V _S.

This is because it is difficult to move to the state in which the drive torque of the engine 11 is reduced while the drive torque of the engine 11 is not reduced, and also difficult to shift in this case. For example, if a smaller value in the two rear wheel speeds V _RL and V _RR is selected as the vehicle speed V _S while the vehicle 82 is turning, slippage does not occur in the front wheels 64 and 65. If it is determined that slip has occurred, avoiding the irrationality that the drive torque of the engine 11 is reduced, taking into account the running stability of the vehicle 82, and once the drive torque of the engine 11 is reduced, It was because the state continued to be considered.

When calculating a vehicle speed (V _S) in the low vehicle speed selection unit 101, the part 2 a coefficient (K _V) of the weighting coefficients to the value of the smaller one (V _L) in the two rear wheel speed (V _RL, V _RR) multiplied by Multiplying by (104), and adding this to the larger value (V _H ) in the two rear wheel speeds (V _RL , V _RR ) by multiplying (1-K _V ) by the multiplication unit 105. For example, when driving a circuit with a small radius of curvature such as left and right bending at an intersection point, the average value of the peripheral speeds of the front wheels 64 and 65 and the smaller value V _{L in the} two rear wheel speeds V _RL and V _RR are It is because there exists a possibility that the correction amount of the drive torque by a feedback may become large too much as a result, and the acceleration of the vehicle 82 may be impaired as a result.

In the present embodiment, the weight coefficient K _V is read from the map as shown in FIG. 34 by the vehicle speed V of the above formula (1), which is an average value of the peripheral speeds of the rear wheels 78, 79. .

The front and rear acceleration G _X is calculated by the slip control vehicle speed V _S calculated in this way, but first, from the vehicle speed V _scn calculated this time and the vehicle speed V _{s (n-1)} calculated one time earlier. The front and rear acceleration G _{x (n} ) of the current vehicle 82 is calculated by the differential calculation unit 106 as follows.

And, when the calculated acceleration G _{x (n)} becomes 0.6 or more, the clip portion does not exceed 0.6 g in consideration of the maximum stability of the front and rear acceleration G _{x (n)} in consideration of stability against arithmetic errors and the like. In 107, the front and rear acceleration G _{x (n)} is clipped to 0.6 g. The filter unit 108 performs a filter process for removing _noise and calculates the acceleration _GXF before and after correction.

This filter processing is changed maximum value of the vehicle 82 front-rear acceleration (G _{x (n)),} the longitudinal acceleration (G _{x (n))} of the vehicle 82 can be considered to be equal to the frictional coefficient of the tires and the road surface of the Therefore, even when the slip ratio S of the tire is out of the target slip ratio So corresponding to the maximum value of the tire and road friction coefficient, or the vicinity thereof, the tire slip ratio S is set to the maximum value of the friction coefficient between the tire and the road surface. This is because the front and rear acceleration G _{x (n} ) is corrected so as to be kept at a value smaller than this at or near the target slip ratio Sc corresponding to and is specifically performed as follows.

When the current forward and backward acceleration G _{x (n)} is equal to or greater than the previous correction before and after acceleration G _{XF (n-1)} , that is, when the vehicle 82 continues to accelerate, the current acceleration before and after correction ( G _{XF (n)} )

As a delay process, noise is removed, and the correction before and after the crystal acceleration G _{XF (n) is followed} by the relatively fast forward and backward acceleration G _{X (n)} .

When the current front and rear acceleration G _{X (n)} is less than the previous before and after acceleration G _{XF (n-1)} , that is, when the vehicle 82 is not accelerating too much, every sampling period Δt of the main timer. The following processing is performed.

Since the vehicle 82 is decelerating when the flag F _S is not set during the slip control, that is, the driving torque of the engine 11 by the slip control is not reduced.

G _{XF (n)} = G _{XF (n-1)} -0.002

As a result, the fall of the acceleration _{GX (n)} before and after correction is suppressed and the response to the acceleration demand of the vehicle 82 by the driver is secured.

Since the vehicle 82 is decelerating even when the slip amount S is positive, that is, when the slippage of the front wheels 64 and 65 occurs a little while the driving torque of the engine 11 is reduced by the slip control, there is a problem in stability. Since G _{X (n)} = G _{XF (n-1)} -0.002, the fall of the acceleration before and after correction (G _XF ) is suppressed and the response to the acceleration demand of the vehicle 82 by the driver is ensured. .

The slip quantity (S) is negative, that is, the vehicle 82 is corrected longitudinal acceleration (G _XF) when there is the deceleration of the front wheels (64,65) in a state in which by reducing the drive torque of engine 11 by the slip control Maintaining the maximum value and ensuring the response to the acceleration demands of the vehicle 82 by the driver.

Similarly, during the shift-up of the hydraulic automatic transmission 13 by the hydraulic control device 16 in a state in which the drive torque of the engine 11 is reduced by slip control, it is necessary to secure a feeling of acceleration for the driver, and thus the acceleration before and after correction. Keep the maximum of (G _YO ).

And the correction acceleration before and after correction G _XF removed as the filter part 108 converts this in the torque conversion part 109, but the value computed in this torque conversion part 109 becomes natural and becomes a positive value. Therefore, after the clip is clipped to zero or more for the purpose of preventing arithmetic errors in the clip 110, the travel resistance T _R calculated by the travel resistance calculator 111 is added by the adder 112 to steer the steering angle. Based on the detection signal from the sensor 84, the cornering resistance correction torque T _O calculated by the cornering resistance correction amount calculating section 113 of the present invention is added by the adding section 114, and the reference shown in equation (18) below. The drive torque T _B is calculated.

T _B = G _{B F} OW _{and r} + T _R + T _O ... … … … … … … … … … … … … … … … … … … … … (18)

The running resistance T _R can be calculated as a function of the vehicle speed V, but is obtained from the map as shown in FIG. 35 in this embodiment. In this case, since the running resistance T _R is different between the flat road and the uphill road, the map includes the flat road shown by the solid line and the uphill road indicated by the double-dotted line in the drawing. Although either one is selected by the detection signal, it is also possible to set the traveling resistance T _{R in} detail including downhilling and the like.

In the present invention, the cornering drag correction torque T _C is obtained from the map as shown in FIG. 36, whereby the reference driving torque T _B of the engine 11 approximating the actual driving state can be set. By increasing the reference drive torque T _B of the engine 11 immediately after turning, the acceleration peeling of the vehicle 82 is improved after leaving the turning circuit.

In addition, with respect to the reference drive torque T _B calculated by the above formula (18), in the present embodiment, the lower limit value is set by the variable clip section 115, so that the final correction described later from this reference drive torque T _O is made. The irrationality that the value obtained by subtracting the torque T _PID from the subtraction unit 116 becomes negative is prevented. As shown in the map, the lower limit of the reference drive torque T _B is lowered step by step according to the elapsed time at the start of slip control, as shown in the map.

On the other hand, the TCL 76 calculates the actual front wheel speed V _F according to the detection signal from the front wheel rotation sensor 66, and as described above, the front wheel speed V _F and the vehicle speed V _S for slip control. The feedback control of the reference drive torque T _B is carried out by using the slip amount S which is a deviation of the target front wheel speed V _FS for calculating the torque which is set by the target front wheel speed V _FO set by By doing so, the target drive torque T _OS of the engine 11 is calculated.

However, in order to operate the drive torque generated by the engine 11 when the vehicle 82 accelerates, as shown by the solid line in FIG. 7, the slip ratio S of the tires of the front wheels 64 and 65 during driving is equal to that of the tire. Adjust to a value smaller than this at or near the target slip ratio (S _O ) corresponding to the maximum value of the friction coefficient of the road surface, to avoid loss of energy, and to not impair the steering performance or acceleration performance of the vehicle 82. It is good.

Here, the target establishment rate (S) is known to change in the range of about 0.1 to 0.25 depending on the road surface situation, therefore, while driving the vehicle 82, the slip amount S of about 10% with respect to the road surface is the driving wheel. It is preferable to generate the front wheels 64 and 65. In view of the above, the target front wheel speed V _FO is set by the multiplication unit 117 as follows.

V _FC = 1.1 ㆍ V

The TCL 76 reads the slip correction amount V _K W corresponding to the acceleration G _XF after the correction described above in the map as shown in FIG. 38 by the acceleration correction unit 118, and adds this. In step 119, it is added to the target torque calculation target current flux V _XF . This slip correction amount V _K W tends to increase in stages as the value of the acceleration before and after correction G _XF increases, but in this embodiment, this map is prepared by a running test or the like.

Accordingly, the modification torque target front wheel speed (V _FS) for computing an increase and, at the time of acceleration slip rate (S) is the target slip ratio (S _O) or in the vicinity indicated by a solid line of the seventh during to be a value less than this Is set to be.

On the other hand, as shown by the dashed-dotted line in Fig. 7, the relationship between the friction coefficient of the tire and the road surface and the slip ratio S of the tire during the turning, the target slip ratio S of the tire which is the maximum value of the friction coefficient of the tire and the road surface during the turning, S Considerably smaller than Therefore, it is preferable to set the target front wheel speed V _FC smaller than when going straight so that the vehicle 82 may turn smoothly while the vehicle 82 is turning.

Thus, as shown by the solid line in FIG. 39, the turning correction unit 120 reads the slip correction amount V _KC corresponding to the target lateral acceleration G _YC from the map, and calculates the reference torque in the subtraction unit 121. Is subtracted from the target front wheel speed (V _KC ). However, there is no reliability of the turning angle δ _H of the steering shaft 83 until the learning of the neutral position δ _M of the first steering shaft 83 performed after the on-operation of the ignition key switch 75 is performed. And the slip correction amount V from the map as indicated by the broken line in FIG. 39 by the lateral acceleration G _Y actually acting on the vehicle 82 by the peripheral speeds V _RL and V _RR of the rear wheels 78 and 79. _KC ) is read.

However, the target lateral acceleration G _YO calculates the steering angle δ according to Equation (8) according to the detection signal from the steering angle sensor 84, and uses the steering angle δ to obtain the steering angle δ. It is calculated | required by the formula, and the neutral position (delta _M ) of the steering shaft 83 is learning-corrected.

Therefore, when an abnormality occurs in the steering angle sensor 84 or the steering shaft reference position sensor 86, it is considered that the target lateral acceleration G _YO becomes a wrong value. Therefore, when an abnormality occurs in the steering angle sensor 84 or the like, the actual lateral acceleration G _Y generated in the vehicle 82 is calculated using the rear wheel speed difference V _RL -V _RR | G _YO ) is used instead.

Specifically, the actual lateral acceleration G _{Y is} calculated from the rear wheel speed difference V _RL -V _RR | and the vehicle speed V in the lateral acceleration calculation unit 122 coupled in the TCL 76 as shown in the following equation (19). The crystal lateral acceleration G _YO obtained by removing the noise from the filter unit 123 is used.

The filter unit 123 in the current time by the lateral acceleration (G _YCn) and the previous modified lateral acceleration (G _{YF (n-1))} from indicating the corrected lateral acceleration (G _{XF (n))} of the current time to the following equation: calculating calculated Low pass processing is performed by digital operation.

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 76, for example, by the disconnection detection circuit shown in FIG. That is, the output of the steering angle sensor 84 and the steering shaft reference position sensor 86 is pulled up as a resistor R, connected to the capacitor C, and the output thereof is directly input to the A0 terminal of the TCL 76. It is provided to various controls and input to the A1 terminal via the comparator 88. A negative voltage of 4.5 volts is applied to the negative terminal of the comparator 88. When the steering angle sensor 84 is disconnected, the input voltage of the A0 terminal exceeds the prescribed value and the comparator 88 is turned on. The input voltage of the terminal is connected to reach the high level (H). Thus, if the input voltage of the A1 terminal is the high level (H) for a predetermined time, for example, 2 seconds, it is determined that there is a disconnection and the TCL 76 is used to detect an abnormal occurrence of these steering angle sensors 84 or the steering shaft reference position sensor 86. Setting up the program.

In the above-described embodiment, the abnormality of the steering angle sensor 84 or the like is detected as hardware, but the abnormality can also be detected by software.

For example, as shown in FIG. 41 showing an example of the above-described detection procedure, the TCL 76 first makes an abnormality determination by detecting the disconnection as shown in FIG. 40 above in W1, and if it is determined that it is not abnormal, rotates the front wheel at W2. It is determined whether or not the sensor 66 and the rear wheel rotation sensors 80 and 81 are abnormal. If it is determined in the step W2 that each of the rotation sensors 66, 80, 81 has no abnormality, it is determined at W3 whether or not the steering shaft 83 steers at least one rotation in the same direction, for example, at least 40 degrees. If it is determined in step W3 that the steering shaft 83 has steered more than 40 degrees in the same direction, is there a signal indicating the reference position δ _N of the steering shaft 83 from the steering shaft reference position sensor 86 at W4? Determine if there is any.

When it is determined in step W4 that there is no signal indicating the reference position δ _N of the steering shaft 83, if the steering shaft reference position sensor 86 is normal, the reference position δ _N of the steering shaft 83 is determined. Since the signal to be notified is present at least once, it is determined that the steering angle sensor 84 is abnormal at W4, and sets the flag F _W during abnormal occurrence.

If it is determined in step W3 that the steering shaft 83 is not steered more than 400 degrees in the same direction, or in step W4, a signal indicating the reference position δ _N of the steering shaft 83 is a steering axis reference position sensor. If it is determined in (86), whether the learning of the steering axis neutral position value (δ _M ) is completed at W6, that is, at least one of the two steering angle neutral position learning completion flags (F _HN , F _H ) is set. Determine whether or not.

When it is determined that the learning of the neutral position δ _M of the steering shaft 83 is completed in the step W6, the rear wheel speed difference V _RL -V _RR | exceeds W 1.5 km / h, for example. The vehicle speed V at W8 is for example between 20 km per hour and 60 km per hour, and at W9 the absolute value of the turning angle δ _H of the steering shaft 83 at this time is less than 10 degrees, e. Is determined to be turning at a certain speed, the steering angle sensor 84 functions normally, and since the absolute value of the turning angle δ _H becomes 10 degrees or more, the steering angle sensor 84 at W10 Judging from above.

In addition, the slip correction amount (V _KC) is in the target lateral acceleration (G _YO) is a small area doemeuro consider this additional rotation of the steering wheel 85 of the driver corrected lateral acceleration corresponding to the target lateral acceleration (G _YO) ( G _YO ) is set smaller than the slip correction amount V _KC .

It is preferable to secure the acceleration of the vehicle 82 in a region where the vehicle speed V is small, and conversely, since the ease of turning needs to be considered when the vehicle speed V is above a certain speed, the slip correction amount read from FIG. 39. to (V _KC), by multiplying the read out from the map showing the correction coefficient corresponding to the vehicle speed (V) of claim 42 degrees, and calculate the corrected slip correction amount (V _KF).

As a result, the target front speed V _FC for calculating the corrected torque is reduced, the slip ratio S at the time of turning is smaller than the target slip ratio S _O at the straight line, and the acceleration performance of the vehicle 82 is slightly reduced. Although lowered, good turnability is secured.

As shown in FIG. 43 showing the selection procedure of these target lateral accelerations G _YO and actual lateral accelerations G _Y , the TCL 76 is the lateral acceleration for calculating the slip correction amount V _KC at T1. The correction lateral acceleration G _YF from the unit 123 is adopted, and it is determined whether or not the flag F _S during the slip control is set at T2.

If it is determined in step T2 that the flag F _S is set during slip control, the corrected lateral acceleration G _YF is employed as it is. This is the case where from the slip correction amount (V _KC) based on the corrected lateral acceleration a lateral acceleration (G _YF) determining the the slip control changes the target lateral acceleration (G _YO), the slip correction amount (V _KC) is to change significantly the vehicle ( 82) there is a risk of confusion.

If it is determined in the step T2 that the slip control flag F _S is not set, it is determined whether or not one of the two steering neutral position learning completion flags F _HN and F _H is set in T3. If it is determined that none of the two steering angle neutral position learning completion flags F _HN and F _H are set, the corrected lateral acceleration G _YF is employed as it is. If it is determined in the step of T3 that any one of the two steering angle neutral position learning completion flags F _HN and F _H is set, the target lateral acceleration ( _TK ) is the lateral acceleration for calculating the slip correction amount V _KC at T4. G _YO ) is adopted.

As a result, the target front wheel speed V _FS for calculating the correction torque is as follows.

V _FS = V _FO + V _K WV _KF

Next, slip which is a deviation between the actual front wheel speed V _F obtained by the filter process for the purpose of removing noise from the detection signal of the front wheel rotation sensor 66 and the target front wheel speed V _FS for calculating the correction torque. The amount S is calculated by the subtraction unit 124. If the slip amount S is equal to or less than a negative set value, for example, -2.5 Km or less per hour, the clip portion 125 clips -2.5 Km per hour as the slip amount S, and the slip amount after this clip processing. Proportional correction described later is performed for (S), and in this proportional correction, a problem word is prevented so that hunching of output does not occur.

An integral correction using the integral constant? T1 described later is performed on the slip amount S before the clip processing, and differential correction is performed to calculate the final correction torque T _PID .

As the proportional correction, the multiplier 126 multiplies the slip amount S by the proportional coefficient K _P to obtain a basic correction amount, and the multiplier 127 advances the shift ratio ρ _m of the hydraulic automatic transmission 13 in advance. The proportional correction torque T _P is obtained by multiplying the set correction coefficient ρ _KP . The proportional coefficient K _P is read out from the map shown in FIG. 44 in accordance with the slip amount S after the clip processing.

The integral correction unit 128 calculates a basic correction amount by realizing the correction corresponding to the gentle change of the slip amount S as the integral correction, and the transmission ratio of the hydraulic automatic transmission 13 is increased by the multiplication unit 129 with respect to this correction amount. The multiplication correction torque T _O is multiplied by a predetermined correction coefficient ρ _KI by (ρ _m ).

In this case, in the present embodiment, the constant minute integral correction torque ΔT1 is integrated. If the slip amount S is positive for every 15 millisecond sampling period, the minute integral torque ΔT1 is added and vice versa. If the slip amount S is negative, the microintegral correction torque ΔT1 is subtracted.

However, this integral correction torque T _I is set with a variable lower limit value T _IK as shown in the map of FIG. 45 according to the vehicle speed V. In particular, when the vehicle 82 is started by this clip process, When starting uphill, the large integral correction torque T _I is activated to secure the driving force of the engine 11, and the vehicle speed V rises after the vehicle 82 starts. Therefore, if the correction is too large, control stability Since this is insufficient, the integral correction torque T _I is made small. In order to increase the contractility of the control, an upper limit value, for example, 0 Kgm, is set for the integral correction torque T _O , and by this clip processing, the integral correction torque T _I changes as shown in FIG. 46.

The proportional correction torque T _p and the integral correction torque T _I calculated in this way are added by the adder 130 to calculate the proportional integral correction torque T _PI .

The correction coefficients P _KP and P _KI are read in a map of FIG. 47 set in advance in relation to the speed ratio ρ _m of the hydraulic automatic transmission 13.

In this embodiment, the differential calculation unit 131 calculates the change rate G of the slip amount S, multiplies this by the integral coefficient K _D in the multiplication unit 132, and changes the sudden slip amount S. Calculate the basic correction for. The upper limit value and the lower limit value are set to the values obtained thereby, and the clip part 133 performs a clip process so that the differential correction torque T _O does not become an extreme large value, and the differential correction torque T _D ) The clip portion 133 may have its wheel speeds V _F , V _RL , and V _RR instantaneously idle or locked due to road conditions or driving conditions of the vehicle 82 while the vehicle 82 is traveling. In this case, since the change rate G _s of the slip amount S becomes a large value of positive or negative extremes, the control may diverge and the responsiveness may deteriorate. For example, the lower limit value is clipped at -55 Kgm. Is fined to 55 Kgm and the differential correction torque T _D is made not to become extremely large.

After this, the proportional integral correcting torque T _PI and the differential correcting torque T _D are added in the adding section B4, and the final correcting torque T _PID obtained thereby is detailed in the subtracting section 116. By subtracting from the reference drive torque T _B of and multiplying the inverse of the total reduction ratio between the engine 11 and the axles 89 and 90 of the front wheels 64 and 65 by the multiplication unit 135, The target drive torque TOS for slip control shown in Fig. 2) is calculated.

However, PT is the torque conversion ratio, and when the hydraulic automatic transmission 13 performs the shift operation of the upshift, it outputs the gear ratio ρ _m on the high gear side after the shift is finished. That is, in the case of the shift operation for the upshift of the hydraulic automatic transmission 13, if the shift ratio ρ _m on the high gear side is adopted at the time of output of the shift signal, as shown in equation (20) above, Since the drive torque T _OS increases and the engine 11 revolves, the target drive torque T _OS can be made smaller for 15 seconds when the shift operation is completed by outputting the shift start signal. The speed ratio ρ _m on the low speed gear side is maintained, and the speed change ratio ρ _m on the high speed gear side is adopted after 1.5 seconds since the gear shift start signal is output. For the same reason, in the case of the shift operation of the count shift of the hydraulic automatic transmission 13, the speed ratio ρ _m on the low gear side is immediately adopted at the time of output of the shift signal.

Since the target drive torque T _OS calculated by Equation (20) is, of course, a positive value, the target drive torque T _OS is clipped to zero or more for the purpose of preventing arithmetic errors in the clip unit 1360. In response to the determination processing in the start and end determination unit 137 for determining the start or end of the slip control, information regarding the target drive torque T _OS is output to the ECU 15.

The start and end determination unit 137 determines that the slip control is started when all the conditions shown below (a) to (e) are satisfied, sets the flag F _S during the slip control, and sets the low vehicle speed selection unit ( The switching switch 103 is operated to select the output from the vehicle 101 as the slip control vehicle speed V _S , the ECU 15 outputs information on the target drive torque T _OS , and judges the end of the slip control. This processing continues until the flag F _S is reset during sleep control.

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

(b) The driving torque T _d required by the driver is a minimum driving torque required for driving the vehicle 82, for example, 4 Kgm or more.

In addition, in the present embodiment, the required driving torque T _d is determined by the engine speed N _E calculated by the detection signal from the crank angle sensor 62 and the detection signal from the axel opening sensor 76. It reads from the map of FIG. 16 previously set by the calculated axel opening degree (theta) _A.

(c) Slip amount S is 2 Km or more every hour.

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

(e) The actual front wheel acceleration G _F obtained by differentiating the actual front wheel speed V _F by the differential calculation unit 138 is 0.2 g or more.

On the other hand, after the start and end decision unit 137 determines the start of the slip control, when any of the conditions shown below (f) and (g) is satisfied, it is determined that the end of the slip control is completed and the flag during the slip control ( F _S ) is reset, the switching switch ( _S ) to stop transmission of the target drive torque T _OS to the ECU 15 and to select the output from the high vehicle speed selector 102 as the vehicle speed V _S for slip control. Activate 103).

(f) The target drive torque T _CS is equal to or greater than the required drive torque T _d , and the slip amount S is constant for a predetermined time, for example, 0.5 seconds or less for a predetermined time, for example, 0.5 seconds or more. have.

(g) The state where the idle switch 68 is changed from off to on, that is, the state in which the driver opens the axel pedal 31 continues for a predetermined time, for example, 0.5 seconds or more.

The vehicle 82 is provided with a manual switch (not shown) for selecting the slip control by the driver, and when the driver selects the slip control by operating the manual switch, the slip control described below is performed.

As shown in FIG. 48 showing the processing flow of the slip control, the TCL 75 calculates the target drive torque T _OS by detecting and calculating various data described above in S1. This is done regardless of the operation of the switch.

Next, at S2, it is first determined whether or not the slip control flag F _S is set. However, since the slip control flag F _S is not set at first, the TCL 76 makes a front wheel 64,65 at S3. It is determined whether or not the slip amount S) is larger than an initial value set in advance, for example, 2 km per hour.

If it is determined in step S3 that the slip amount S is greater than 2 km per hour, the TCL 76 determines whether or not the change rate G _s of the slip amount S is greater than 0.2 g in S4.

If it is determined in step S4 that the slip amount change rate G _s is greater than 0.2 g, the TCL 76 determines that the minimum drive torque required for the driver's required drive torque T _d to drive the vehicle 82 in S5; For example, it is determined whether it is larger than 4Kg, that is, whether the driver is willing to drive the vehicle 82 or not.

If it is determined in step S5 that the required drive torque T _O is greater than 4 Kgm, that is, the driver is willing to drive the vehicle 82, the flag F _S is set in slip control in S6, and slip control in S7. The middle flag F _S is set, and it is determined again whether or not the slip control flag F _S is set in S7.

If it is determined in step S5 that the required drive torque T _O is greater than 4 Kgm, that is, the driver is willing to drive the vehicle 82, the flag F _S is set in slip control in S6, and slip control in S7. It is determined again whether the heavy flag F _S is set or not.

If it is determined that the step flag (F _s) of the slip control in S7 is being set, the slip control target driving torque previously calculated expression The 20 as target driving torque (T _OS) of the pipe (11) in S8 (T _OS ) Is adopted.

When it is determined in step S7 that the flag F _S is in slip control is reset, the TCL 76 outputs the maximum torque of the engine 11 as the target drive torque T _OS in S9. As a result of the ECU 15 lowering the duty ratio of the solenoid valves 51 and 56 for torque control to the 0% side, the engine 11 generates drive torque corresponding to the depression amount of the accelerator pedal 31 by the driver.

When it is determined in step S3 that the slip amount S of the front wheels 64 and 65 is smaller than 2 km per hour, or when the step S4 determines that the slip amount change rate Gs is smaller than 0.2 g, or in step S5, the required driving is performed. If it is determined that the torque T _d is smaller than 4 Kgm, the flow proceeds directly to the step S7. At the step S9, the TCL 76 outputs the maximum torque of the engine 11 as the target drive torque T _OS . As a result, the ECU 15 lowers the duty ratio of the solenoid valves 51 and 56 for torque control to 0%, so that the engine 11 drives the drive torque corresponding to the depression of the accelerator pedal 31 by the driver. Occurs.

On the other hand, if it is determined in step S2 that the flag F _S is set during the slip control, the slip amount S of the front wheels 64 and 65 in S10 is -2 Km or less, which is the initial value described above, and the required drive torque. It is determined whether (T _d ) is equal to or less than the target drive torque T _OS calculated at S1 for 0.5 seconds or more.

In the step S10, the slip amount S is smaller than 2 km per hour, and the state where the required drive torque T _d is equal to or less than the target drive torque T _OS is continued for 0.5 seconds or more, that is, the driver accelerates the vehicle 82. If it is determined that is not already desired, the reset control flag F _S is reset in S11, and the process proceeds to step S7.

In the step S10, the slip amount S is greater than 2Km every hour, or the state in which the required drive torque T _d is equal to or less than the target drive torque T _OS does not continue for 0.5 seconds or more, that is, the driver is the vehicle 82. If it is judged that the acceleration is desired, the TCL 76 determines in step S12 whether the idle switch 68 is on, that is, the fully closed state of the throttle valve 20 continues for 0.5 seconds or longer.

If it is determined that the idle switch 68 is on in step S12, the driver has not stepped on the accelerator pedal 31. Therefore, the process shifts to step S11 to reset the flag F _S during slip control. On the contrary, when it is judged that the idle switch 68 is off, since the driver has stepped on the accelerator pedal 31, the driver shifts to the step S7 again.

When the driver does not operate the manual switch for selecting the slip control, the TCL 76 calculates the target drive torque T _OS for slip control as described above, and then the engine 11 in the case of performing the turning control. Calculate the target drive torque.

By the way, the lateral acceleration G _s of the vehicle 82 can be actually calculated by the above equation (11) using the rear wheel speed difference | V _RL -V _RR |, but the steering shaft turning angle δ _H is used. As a result, the lateral acceleration G _Y acting on the vehicle 82 can be predicted, thereby providing an advantage of enabling rapid control.

Therefore, in the case of the turning control of the vehicle 82, the TCL 76 calculates the target lateral acceleration G _YC of the vehicle 82 from the steering shaft turning angle δ _M and the vehicle speed V in the above formula (9). calculated by, and the vehicle 82 is set by the front and rear of the vehicle body so as not to under-steering direction of the extreme acceleration, that is, before and after the target acceleration (G _XO), a target lateral acceleration (G _YO). Then, the target driving torque T _OS of the engine 11 corresponding to the target acceleration and acceleration G _XO is calculated.

As shown in FIG. 49 showing the calculation block of the swing control, the TCL 76 calculates the vehicle speed V from the output of one rear wheel rotation sensor 80, 81 by the vehicle speed calculating section 140 in the formula (1). The steering angle δ of the front wheels 64 and 65 is calculated by the expression (8) according to the detection signal from the steering angle sensor 84, and the target lateral acceleration calculation unit 141 uses the vehicle 82 at this time. The target lateral acceleration G _YO is calculated by the above expression (9). In this case, when the vehicle speed V is small, for example, 23 km / h or less, turning control is prohibited rather than turning control, for example, sufficient acceleration can be obtained when turning left and right at an intersection with a lot of traffic. Therefore, since the state is often good in terms of safety, in the present embodiment, as shown in FIG. 27, the correction coefficient multiplier 142 changes the correction coefficient KY according to the vehicle speed V to the target lateral acceleration G _YO. Is multiplied by).

However, in the state where the steering axis neutral position δ _M has not been learned, calculating the target lateral acceleration G _{YO in the} equation (9) based on the steering angle δ is problematic in terms of reliability. It is better not to start turning control until the learning of the axis neutral position (delta _M ) is performed. However, immediately after the vehicle 82 starts to run, the vehicle 82 is in a state requiring turning control when driving the curved road, but the learning start condition of the steering shaft neutral position δ _M is seldom satisfied. As a result, there is a risk of irrationality in which this turning control is not started. Thus, in the present embodiment, until the learning of the steering shaft neutral position δ _M is performed, the correction lateral acceleration G _YF from the filter unit 123 is determined as the switching switch 143 based on the above expression (19). Turning control is performed. That is, when both of the steering angle neutral position learning completion flags F _HN and F _H are reset, the modified lateral acceleration G _YF is adopted by the switching switch 143, and the two steering angle neutral position learning are applied. When at least one of the completion flags F _HN and F _H is set, the target lateral acceleration G _YO from the correction coefficient multiplier 142 is selected by the switching switch 143.

In the case of a slippery low mu such as a freezing furnace, the stability coefficient A may be set to around 0.005, for example. In this case, since the target lateral acceleration (G _YO ) is larger than the actual lateral acceleration (G _s ) at a low μ, the initial value preset by the target lateral acceleration (G _YO ), for example, (G _{YF- 2} ). If the target lateral acceleration G _YO is larger than this initial value, it is determined that the vehicle 82 is traveling at low mu, and if necessary, the turning control for low mu may be performed. Specifically, by adding 0.05 g to the corrected lateral acceleration G _YF calculated by the above (19), whether the target lateral acceleration G _YO is larger than the initial value set in advance, that is, the actual lateral acceleration ( Since the target lateral acceleration (G _YO ) is larger than G _Y ), it is determined whether the target lateral acceleration (G _YO ) is larger than this initial value, and when the target lateral acceleration (G _YO ) is larger than the initial value, the vehicle (82) ) Is judged to be driving low.

When the target lateral acceleration G _YO is calculated in this manner, the target before and after acceleration G _XC of the vehicle 82 set in advance according to the magnitude of the target lateral acceleration G _YO and the vehicle speed V is calculated before and after the target acceleration. section 144 read out from a stored 51-degree map to the TCL (76), and as the target longitudinal acceleration (G _XO) tube 11 based on the drive torque (T _B), the reference drive torque output corresponding to the unit It is computed by following formula (21) as (145).

Here, the driver's intention is not reflected solely by obtaining the target drive torque of the engine 11 by the steering shaft turning angle δ _H and the vehicle speed V, and dissatisfied with the driver in terms of operability of the vehicle 82. This may remain. For this reason, the required drive torque T _d of the engine 11 which the driver desires is calculated | required from the depression amount of the axel pedal 31, and the target drive torque of the engine 11 is considered in consideration of this required drive torque T _d . It is good to set it.

So, in the present embodiment, based on the drive torque by determining a utilization ratio of the (T _B), the weighting coefficients (α) based on the drive torque (T _B) multiplied by a multiplier 146 to obtain a corrected torque reference. The correction reference torque is obtained by multiplying this weight coefficient α. The overlap coefficient α is empirically set by turning the vehicle 82, but a value of about 0.6 is adopted at a high mu m.

On the other hand, the required driving torque T _d desired by the driver based on the engine speed N _E detected by the crank angle sensor 55 and the axel opening degree θ _A detected by the axel opening sensor 77. Is obtained from the map of FIG. 16, and the multiplication unit 147 calculates the correction request drive torque corresponding to the weight coefficient? By multiplying the required drive torque T _d by (1-?). For example, when α = 0.6, the employment ratio of the reference drive torque T _B and the required drive torque T _d is 6 to 4.

Therefore, the target drive torque T _OS of the engine 11 is calculated by the following equation (22) as the adder 148 as the target drive torque T _OC .

_OC = α T and T _B + (1-α) and T _d

However, when the increase / decrease amount of the target drive torque T _OC of the engine 11 set every 15 milliseconds is very large, a shock is generated according to the acceleration and deceleration of the vehicle 82, and the ride comfort is reduced. When the increase / decrease amount of target drive torque T _OC of 11) becomes large enough to cause a decrease in the riding comfort of vehicle 82, it is good to regulate the increase / decrease amount of target drive torque T _OC . Therefore, in this embodiment, the absolute value | _ΔT | is increased or decreased with respect to the difference between the target drive torque T _OC calculated this time as the change amount clip portion 149 and the target drive torque T _{OC (n-1)} calculated last time. If it is smaller than the allowable amount T _K , the calculated target drive torque T _OC is used as it is, but the target drive torque calculated this time, (T _OC ) and the target drive torque T _{OC (n-1} calculated last time). _{If the difference of ΔT} is not greater than the negative increase / decrease allowance TK, the current target drive torque TOC is corrected by the following equation.

T _OC = T _{OC (n-1)} -T _K

That is, the lower limit to the target drive torque T _{OC (n-1)} calculated last time is regulated by the increase / decrease allowance T _K , and the deceleration shock resulting from the reduction of the drive torque of the engine 11 is reduced. When the difference △ T between the target drive torque T _OS calculated in this time and the target drive torque T _{OC (n-1)} calculated in the previous time is greater than the increase / decrease allowance T _K , the current target drive torque T _OC ) Is modified by the following equation.

T _OC = T _{OC (n-1)} + T _K

In other words, if the current time exceeds a target drive torque (T _OC) and the previously calculated target drive torque _{(T OC (n-1)} ) difference (△ T) is increased or decreased tolerance of the (T _K) calculated at the target calculated last time The upper limit of the drive torque T _{OC (n-1)} is regulated by the increase / decrease allowance T _K and the acceleration shock caused by the increase of the drive torque of the engine 11 is reduced.

Then, in accordance with the determination processing in the start and end decision unit 150 for determining the start or end of the swing control, information about the target drive torque T _OC is output to the ECU 15.

When all the conditions shown below (a) to (d) are satisfied, the start / end determination unit 150 determines that the swing control is started, sets the flag F _S during swing control, and sets the target drive torque T. Information on _OC ) is output to the ECU 15, and the process is continued until the end of the swing control is determined and the flag F _S during the swing control is reset.

(a) The target drive torque T _OS is not satisfied by subtracting an initial value, for example, 2 Kgm, from the required drive torque T _d .

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

(c) Idle switch 68 is off.

(d) The control system for turning is normal.

On the other hand, when the start and end determination unit 150 satisfies any of the conditions shown below (e) and (f) after determining the start of the swing control, it is determined that the swing control ends and the flag during the swing control ( F _C ) is reset and transmission of target drive torque T _OC to EUC 15 is stopped.

(e) The target drive torque T _OS is _equal to or greater than the required drive torque T _d .

(f) The control system for turning is faulty or broken.

However, there is a certain proportional relationship between the output voltage of the axel opening sensor 77 and the axel opening degree θ _A , and when the axel opening degree θ _A is completely closed, the output voltage of the axel opening sensor 77 is For example, the accelerator opening sensor 77 is engaged with the throttle body 21 so as to be 0.6 volts. However, when the axel opening degree sensor 77 is removed from the throttle body 21 during inspection and maintenance of the vehicle 82 and re-assembly, it is practical to return the axel opening degree sensor 77 to its original mounting state accurately. It is impossible, and there is a fear that the position of the axel opening sensor 77 with respect to the throttle body 21 may be displaced due to time change or the like.

Thus, in the present embodiment, the fully closed position of the axel opening sensor 77 is learned and corrected, thereby securing reliability of the axel opening degree θ _A calculated by the detection signal from the axel opening sensor 77. have.

As shown in FIG. 52 showing the learning procedure of the fully closed position of the accelerator opening sensor 77, the idle switch 68 is turned on and the ignition key switch 75 is turned off from on, for example, For example, the output of the axel opening sensor 77 is monitored for two seconds, and the output minimum value of the axel opening sensor 77 therebetween is stored as the fully closed position of the axel opening degree θ _A and stored in the ECU 15. It stores in the RAM of the backup part which is not shown in figure, and corrects the accelerator opening degree (theta) _A on the basis of the output minimum value of the accelerator opening sensor 77 until the next learning.

However, when the storage battery (not shown) mounted on the vehicle 82 is removed, the memory of the RAM is erased. In this case, the learning procedure of FIG. 53 is adopted.

That is, the TCL 76 judges whether or not the complete wastewater value θ _AC of the axel opening degree θ _A is stored in the RAM at A1, and the complete wastewater value of the axel opening degree θ _A at this A1 step. If it is determined that (θ _AC ) is not stored in the RAM, the initial value (θ _{A (O)} ) is stored in the RAM at A2.

On the other hand, when A1 determines that the fully closed value θ _AC of the axel opening degree θ _A is stored in the RAM at the step, it is determined at A3 whether the ignition key switch 75 is on. If it is determined in step A3 that the ignition key switch 75 has changed from the on state to the off state, the count of the learning timer (not shown) is started in A4. After the start of counting of this learning timer, it is determined at A5 whether the idle switch 68 is on.

If it is determined in step A5 that the idle switch 68 is in the OFF state, it is determined in A6 whether or not the count of the learning timer has reached a set value, for example, 2 seconds, and the flow returns to step A5 again. If it is determined in step A5 that the idle switch 68 is in the ON state, the output of the axel opening sensor 77 is read at a predetermined period in A7, and the current axel opening degree θ _{A (n)} at A8 until now. It is determined whether or not is smaller than the minimum value θ _AL of the axel opening degree θ _A.

Here, the accelerator opening degree of the current time _{(θ A (n))} will remain in the minimum value (θ _AZ) of the accelerator opening degree (θ _A) in so far, and the axel of the current time opening in reverse _{(θ A (n))} is so far of the accelerator opening degree (θ _a) the minimum value (θ _AL) all of this time, the accelerator opening degree from A9 _{(θ a (n))} if it is determined in small updates as a new minimum value. This operation is repeated in step A6 until the count of the learning timer reaches a set value, for example, 2 seconds.

When the count of the learning timer reaches the set value, it is determined at A10 whether the minimum value θ _AL of the accelerator opening degree θ _A is between a preset clip value, for example, between 0.3 volts and 0.9 volts. When it is determined that the minimum value θ _AL of the axel opening degree θ _A is within a preset clip value range, the initial value θ _{A (O)} of the axel opening degree θ _A or the fully closed value (A11) is determined. θ (a constant value in the direction of θ _AC), for example, 0.1 volts a fully closed value (θ _{AC (n} of the accelerator opening degree (θ _a) by a value close to the study of the current _{time) AC)} to the minimum value to be). That is, when the initial value θ _{A (O} ) or the fully closed value θ _{AC of the} axel opening degree θ _A is greater than the minimum value θ _AL .

θ _{AC (n)} = θ _{AC (O)} -0.1

or,

θ _{AC (n)} = θ _{AC (n-1)} -0.1

On the contrary, when the initial value θ _{A (O} ) or the fully closed value θ _AC of the axel opening degree θ _A is larger than its minimum value θ _AL ,

θ _{AC (n)} = θ _{AC (O)} +0.1

or,

θ _{AC (n)} = θ _{AC (O)} +0.1

Set to.

If it is determined in step A10 that the minimum value θ _AL of the axel opening degree θ _A is out of the range of the preset clip value, the clip value on the side deviating from A12 is replaced with the axel opening degree θ _A , The process proceeds to the step A11, and the learner corrects the complete closed value θ _AC of the axel opening degree θ _T.

Thus, by setting the upper limit value and the lower limit value to the minimum value θ _AL of the axel opening degree θ _A , there is no risk of erroneous learning even when the axel opening degree sensor 77 is broken, and the learning correction amount is set to a constant value per one time. This prevents incorrect learning from being performed even in external situations such as noise.

In the above-described embodiment, the start of learning of the fully closed value θ _AC of the axel opening sensor 77 is based on the time when the ignition key switch 75 is changed from the on state to the off state. Using a combined seat sensor and detecting that the driver has left the seat even when the ignition key switch 75 is turned on, using a pressure change or position displacement of the magnet by the seat sensor, The learning process after the step may be started. The fully closed value (θ _AC ) of the axel opening degree sensor 77 as the point of time when the door lock device (not shown) is detected from the outside of the vehicle 82 or the door lock device is detected following the key entry system. It is also possible to start learning. In addition, the position of the shift lever (not shown) of the hydraulic automatic transmission 13 is a neutral position or a packing position (neutral position in the case of a vehicle equipped with a manual transmission), and the manual brake is operated and the air conditioner is turned off, that is, The learning process may be performed when it is not in the idle state.

The vehicle 82 is provided with a manual switch (not shown) for the driver to select the swing control. When the driver selects the swing control by operating the manual switch, the swing control described below is performed.

By detection and calculation processing of various types of data described in Claim 54 degrees C1 showing the flow of control to determine the turning control target driving torque (T _OC), but the target drive torque (T _OC) is calculated, the operation is This operation is performed regardless of the operation of the manual switch.

Next, at C2, it is determined whether the vehicle 82 is in swing control, that is, whether the flag F _C during swing control is set. Initially, the swing control flag F _C is determined to be in the reset state because it is not during the swing control, and it is determined whether or not C3 is equal to or less than (T _d -2), for example. That is, although the target drive torque T _OC can be calculated in the straight state of the vehicle 82, the value is usually larger than the required drive torque T _d of the driver. However, since the required drive torque T _d is generally reduced at the time of turning the vehicle 82, when the target drive torque T _OC becomes lower than or equal to the initial value T _d -2, it is determined as the start condition of the turning control. It is.

In addition, this initial value is set as (T _d -2) as hysteresis to prevent hunting of control.

If it is determined in step C3 that the target drive torque T _OC is equal to or less than the initial value T _d -2, the TCL 76 determines whether the idle switch 68 is in the off state at C4.

In step C4, when the idle switch 68 is turned off, that is, when it is determined that the accelerator pedal 31 is turned on by the driver, the turning control flag F _S is set in C5. Next, at C6, at least one of the two steering angle neutral position learning completion flags F _HN and F _H is set or not, that is, the reliability of the steering angle δ detected by the steering angle sensor 84 is determined.

If it is determined in step C6 that at least one of the two steering angle neutral position learning completion flags F _HN and F _H is set, it is determined again whether or not the turning control flag F _C is set in C7.

Since the above procedures in the turning control flag at the step of C5 (F _C) is set, in the step of the C7 turn is determined that the flag (F _C) of the control is set, the calculation of the first on C8 value, that is, the step of C1 The target drive torque T _OC at is used as it is.

On the other hand, even if it is determined in step C6 that none of the steering angle neutral position learning completion flags F _HN and F _H is set, it is again determined whether or not the turning control flag F _C is set in C17. . If it is determined in step C17 that the flag F _S is being set during the turning control, the process shifts to the step C8, but since the steering angle δ calculated by the expression (8) is not reliable, the correction width is expressed by the expression (19). by using the acceleration (G _YO) (22) the target drive torque (T _OC) of the formula is employed as the turning control target driving torque (T _OC).

If it is determined in step C17 that the flag F _C is not set during the turning control, the target drive torque T _OC calculated as the equation (22) is not employed, and the TCL 76 does not use the target drive torque T. _OC ) outputs the maximum torque of the engine 11 at C9, and as a result of this, the ECU 15 lowers the duty ratio of the solenoid valves 51 and 56 for torque control to 0%. The drive torque according to the depression amount of the accelerator pedal 31 is generated.

If it is determined in step C3 that the target drive torque T _OC is not equal to or smaller than the initial value T _d -2, the control does not shift to the turning control and shifts from the step C6 or C7 to the step C9 and the TCL 76. Outputs the maximum torque of the engine 11 as the target drive torque T _OC , whereby the ECU 15 lowers the duty ratio of the solenoid valves 51 and 56 for torque control to 0%. 11) generates the drive torque according to the depression amount of the accelerator pedal 31 by the driver.

Similarly, even when the idle switch 68 is turned on at the step C4, i.e., the axel pedal 31 is not revealed by the driver, the TCL 76 is the target drive torque T _OC of the engine 11. As a result of outputting the maximum torque, which causes the ECU 15 to lower the duty ratio of the solenoid valves 51 and 56 for torque control to 0%, the engine 11 depresses the amount of depression of the axel pedal 31 by the driver. Drive torque is generated in accordance with the above, and the control does not shift to turning control.

If it is determined in the step C2 that the flag F _C is being set during the swing control, the difference between the target drive torque T _OC calculated at this time and the target drive torque T _{OC (n-1)} calculated at the previous time _is determined. (Δ _T) is pre-set by increasing or decreasing the allowance is determined whether or not larger than (T _K). The increase / decrease allowance T _K is a torque change amount such that the acceleration and deceleration shock of the vehicle 82 is not felt by the occupant. For example, when the target acceleration and acceleration G _XO of the vehicle 82 is to be suppressed to 0.1 per second. In the following equation (21)

It becomes

Difference between the current time calculated target drive torque target drive torque is calculated (T _OC) and last _{(T OC (n-1)} ) at the step of the C10 (Δ _T) is not greater than the increase or decrease tolerance (T _K) set in advance If it is determined, this time is determined from the C11 is not greater than the difference (Δ _T) is increased or decreased tolerance of the negative (T _K) of the target drive torque (T _OC) and the previously calculated target drive torque _{(T OC (n-1)} ) do.

This time the target drive torque calculated in step C11 (T _OC) and the previously calculated target drive torque difference _{(T OC (n-1)} ) (Δ T) is increased or decreased tolerance of the negative (T _K) than if determined to be larger, Since the absolute value | Δ _T | of the difference between the target drive torque (T _OC ) calculated this time and the target drive torque [T _{OC (n-1))} calculated last time is smaller than the increase / decrease allowance (T _K ), the calculated target drive of this time is calculated. The torque T _OC is employed as it is as a calculated value in the step of C8.

If the current time is determined not to be larger than the previously calculated target drive torque difference _{(T OC (n-1)} ) (Δ T) is increased or decreased tolerance of the negative (T _K) of the target drive torque (T _OC) calculated at the step of C11 In C12, the target drive torque T _{OC of} this time is corrected by the following equation, and this is adopted as the calculated value in the step of C8.

T _OC = T _{OC (n-1)} -T _K

That is, to reduce the deceleration shock in accordance with the drive torque reduction of the last calculated target drive torque _{[T OC (n-1)} ] hanpok the increase and decrease tolerance and for the (T _K) the regulated, and pipe (11).

On the other hand, it is determined that the difference Δ _T between the target drive torque T _OC calculated in the step C10 and the target drive torque T _{OC (n-1)} calculated last time is greater than the increase / decrease allowance T _K. In C13, the current target drive torque T _OC is corrected by the following equation, and this is adopted as the calculated value in the step C8.

T _OC = T _{OC (n-1)} + T _K

That is, as in the case of a drive torque reduction of the above-described even if the increase in the drive torque, a target drive torque calculating a current time (T _OC) and the difference (Δ _T) of the last time a target drive torque _{[T OC (n-1)} ] calculated Exceeds the increase / decrease allowance (T _K ), the upper limit of the target drive torque (T _{OC (n-1))} calculated last time is regulated by the increase / decrease allowance (T _K ), and the drive torque of the engine 11 is increased. It is to reduce the acceleration shock.

When the target drive torque T _OC is set as described above, the TCL 76 determines whether or not the target drive torque T _OC is smaller than the driver's required drive torque T _d at C14.

Here, when the flag F _C is set during swing control, the target drive torque T _OC is not greater than the driver's required drive torque T _d , and it is determined whether the idle switch 68 is on in C15. do.

If it is determined in step C15 that the idle switch 68 is not in the on state, it is in a state that requires turning control, and the flow proceeds to step C6.

If it is determined in step C14 that the target driving torque T _OC is greater than the driver's required driving torque T _d , it means that the turning driving of the vehicle 82 is finished, so that the TCL 76 is turning at C16. Reset the flag F _C during control. Similarly, when the idle switch 68 is judged to be in the on state at step C15, the accelerator pedal 31 is not in an open state, and therefore the process moves to the step C16 to reset the turning control flag F _C.

When the turning control flag F _C is reset at C16, the TCL 76 outputs the maximum torque of the engine 11 at C9 as the target drive torque T _OC , whereby the ECU 15 torques the torque. As a result of lowering the duty ratio of the control solenoid valves 51 and 56 to the 0% side, the engine 11 generates drive torque in the depression amount of the accelerator pedal 31 by the driver.

After calculating the target drive torque T _OC for turning control, the TCL 76 selects the optimum final target drive torque T _O from these two target drive torques T _OS , T _OC , and this is the ECU. Output to (15). In this case, in consideration of the running stability of the vehicle 82, the target driving torque of the smaller value is given priority. However, in general, since the target drive torque T _OS for slip control is always smaller than the target drive torque T _OC for swing control, the final target drive torque T _O may be selected in the order of slip control and swing control.

As shown in FIG. 55 showing the flow of this process, the target drive torque T _OS for slip control and the target drive torque T _OC for swing control are calculated at M11, and the slip control flag F _S at M12. Is set, and if it is determined that the flag F _S is set during the slip control, the target drive torque T _OS for slip control is selected in M13 as the final target drive torque T _O , and this is determined. Output to ECU15.

On the other hand, if it is determined in step M12 that the slip control flag F _S is not set, it is determined in M14 whether or not the turning control flag F _C is set, and this turning control flag F _C is determined. Is determined to be set, the target drive torque T _OC for turning control is selected in M15 as the final target drive torque T _O , and this is output to the ECU 15.

If it is determined in step M14 that the turning control flag F _C is not set, the TCL 76 sets the maximum torque of the engine 11 at M16 to the ECU 15 as the final target drive torque T _O. Output

As described above, while the final target drive torque T _O is selected, even when the output reduction of the engine 11 does not coincide with the complete closing operation of the throttle valve 20 through the actuator 41, When the road surface situation suddenly changes from the normal drying furnace to the freezing furnace, the TCL 76 sets a delay angle ratio with respect to the basic delay angle amount P _B of the ignition timing P set in the ECU 15, It outputs to ECU15.

The basic delay angle P _B has a maximum delay angle so as not to interfere with the operation of the engine 11 and is set by the intake amount of the engine 11 and the engine speed N _E. As the delay angle ratio, in this embodiment, the zero level where the basic delay angle amount P _B is 0, the I level that compresses the basic delay angle amount P _B to two thirds, and the basic delay angle amount Four levels of level II, which outputs (P _B ) as it is, and level III, which outputs the basic delay angle amount (P _B ) as they are, are completely closed, and the throttle valve 20 is completely closed. As the change rate Gs of S) becomes larger, a map of the delay angle ratio is stored in the TCL 76 so as to become a large delay angle amount.

As shown in FIG. 56 showing the procedure for reading this delay angle ratio, the TCL 76 first resets the flag F _S during ignition timing control at P1, and the flag F _S during slip control at P2. Determines if is set. If it is determined that the slip control flag F _S is set in step P2, the flag F _P during ignition timing control is set in P3, and it is determined whether or not the slip amount S is less than 0 km per hour in P4. . If it is determined at step P2 that the flag F _S is not set in the slip control, the process proceeds to step P4.

In step P4, if it is determined that the slip amount S is less than 0 km per hour, that is, it is not a problem even if the driving torque of the engine 11 is raised, the delay angle ratio is set to 0 level at P5, and this is output to the ECU 15. Conversely, if it is determined that the slip amount S is equal to or greater than 0 km per hour in the step P4, it is determined whether or not the slip amount change rate Gs is 2.5 or less at P6, and the slip amount change rate Gs is 2.5 or less at the step P6. If it is determined, it is determined at P7 whether or not the delay angle ratio is III level.

In the step of P6, if the slip amount change rate Gs exceeds 2.5, i.e., the front wheels 64 and 65 are suddenly slipped, it is determined whether or not the final target drive torque T _d is less than 4 Kgm at P8. If it is determined that the final target drive torque T _d is less than 4 Kgm, that is, it is necessary to abruptly suppress the drive torque of the engine 11, the subjective ratio is set to level III at P9, and the process proceeds to step P7. . Conversely, if it is determined in step P8 that the final target drive torque T _d is 4 Kgm or more, the process proceeds directly to step P7.

If it is determined in step P7 that the delay angle ratio is at level III, it is determined as P10 whether or not it exceeds 0 g of the slip amount change rate Gs. Here, when it is determined that the slip amount change rate Gs exceeds 0 g, that is, the slip amount S tends to increase, it is determined whether or not the flag F _S during the ignition timing control of P11 is set. If it is determined in step P10 that the slip amount change rate Gs is 0 g or less, that is, the slip amount S tends to decrease, it is determined at P12 whether or not the slip amount S exceeds 8 Km every hour.

If it is determined in step P12 that the slip amount S is greater than 8 km per hour, the process proceeds to step P11 above. On the contrary, if it is determined that the slip amount S is 8 km or less per hour, the delay angle ratio is set to level III in P13. Is changed to level II, and as P14, it is determined whether the slip amount change rate Gs is 0.5 g or less. Similarly, if it is determined in step P7 that the delay angle ratio is not at level III, the process proceeds to step P14.

If it is determined at step P14 that the slip amount change rate Gs is 0.5 g or less, that is, if the change in slip amount S is not too rapid, it is determined at P15 whether or not the delay angle ratio is at level II. If it is determined in step P14 that the slip amount change rate Gs is not 0.5 g or less, the delay angle ratio is set to level II in P16, and the process proceeds to step P15.

If it is determined in step P15 that the delay angle ratio is a level, it is determined whether or not the slip amount change rate Gs exceeds 0 g at P16. On the contrary, if it is determined that the delay angle ratio is not at level II, at P17 It is determined whether or not the slip amount change rate Gs is 0.3 g or less. If it is determined in step P16 that the slip amount change rate Gs does not exceed 0 g, i.e., the slip amount S tends to decrease, it is determined whether or not the slip amount S exceeds 8 km per hour at P18. do. When it is determined in step P18 that the slip amount S is 8 Km or less per hour, the delay angle ratio is changed from level II to level I in P19, and the process proceeds to step P17. When the slip amount change rate Gs is 0 g or more, i.e., the slip amount S tends to increase in the step P16, and the slip amount S exceeds 8 km per hour, i.e., slip in the step P18. If it is determined that the amount S is large, the process proceeds to step P11, respectively.

If it is determined in step P17 that the slip amount change rate Gs is 0.3 g or less, that is, the slip amount S has little tendency to increase, it is determined at P20 whether or not the delay angle ratio is at I level. On the contrary, when it is determined that the slip amount change rate Gs exceeds 0.3 g at the step, that is, when the slip amount S is slightly increased, the delay angle ratio is set to level.

When it is determined at P20 that the delay angle ratio is at I level, it is determined at P22 whether or not the slip amount change rate Gs is greater than 0g, and this is 0g or less, i.e., the slip amount S tends to decrease. If it is determined, it is determined whether or not the slip amount S is less than 5 km per hour at P23. If it is determined in step P23 that the slip amount S is less than 5 km per hour, i.e., the front wheels 64 and 65 are hardly slippery, the delay angle ratio is set to 0 level in P24, and this is output to the ECU 15. . When it is determined that the delay angle ratio is not at level I at the step of P20, or when the step of P22 exceeds 0 g of the slip amount change rate Gs, that is, when the slip amount S is in the tendency to increase, or P23 When the slip amount S is determined to be 5 Km or more every hour, that is, the slip amount S is relatively large, the process proceeds to the step P11.

On the other hand, if it is determined in step P11 that the flag F _P during ignition timing control is set, it is determined in P23 whether the final target drive torque T _d is less than 10 Kgm. If it is determined in step P11 that the flag F _P is not set during the ignition timing control, the delay angle ratio is set to 0 level in P26, and the flow proceeds to step P25.

When the final target drive torque To is 10 Kgm or more at P25, that is, when the engine 11 determines that the driving force is somewhat larger, it is determined at P27 whether or not the delay angle ratio is at level II, and the delay angle ratio is If it is determined that it is at the II level, the delay angle ratio drops to the I level at P28, and this is output to the ECU 15.

If it is determined in step P25 that the final target drive torque T _d is less than 10 Kgm, or if it is determined in step P27 that the delay angle ratio is not level II, whether the hydraulic automatic transmission 13 is shifting as P29 or not; Determine. If it is determined that the hydraulic automatic transmission 13 is shifting, it is determined whether or not the delay angle ratio is level III at P30. If it is determined that the delay angle ratio is level III at the step P30, the delay angle ratio is II at P31. It falls to a level and outputs it to ECU15. If it is determined in step P29 that the hydraulic automatic transmission 13 is not shifting, or if it is determined in step P30 that the delay angle ratio is not level II, the delay angle ratio previously set as P32 is used as it is. Output to

For example, when the delay angle ratio of level III is set in the step P9, the slip amount change rate GS exceeds 0 g, and the slip amount S exceeds 8K every hour, that is, the slip amount S If the increase rate of is sharp, and the target drive torque T _d is less than 10 Kgm and it is determined that it is difficult to sufficiently suppress slippage of the front wheels 64 and 65 only by the delay angle operation at the ignition timing, the delay angle ratio at level III is It is selected to force the opening of the throttle valve 20 to be completely closed, and the occurrence of slip is efficiently suppressed at the initial stage.

The ECU 15 ignites these ignition timings P from an unillustrated map of the ignition timing P and the basic angle amount P _B which are preset by the engine speed N _E and the intake air amounts of the engine 11. ) And the basic delay angle amount P _B are read by the detection signal from the crank angle sensor 62 and the detection signal from the air flow sensor 70, and corrected by the delay angle ratio sent from the TCL 76. The target delay angle 90 is calculated. In this case, the upper limit value of the target delay angle amount 90 is set corresponding to the upper limit temperature of the exhaust gas so as not to damage the exhaust gas ignition catalyst (not shown), and the temperature of the exhaust gas is detected by the exhaust temperature sensor 74. Detected by a signal.

In addition, when the cooling water temperature of the engine 11 detected by the water temperature sensor 71 is lower than a preset value, delaying the ignition timing P may cause knocking or stalling of the engine 11. The delay angle operation at the ignition timing P shown below is stopped.

In this delay angle control, as shown in FIG. 57 showing the operation procedure of the target delay angle amount Po, first, the ECU 15 determines that the slip control flag F _S described above in Q1 is set. In Q2, it is determined whether or not the delay angle ratio is set at level II.

When it is determined in step Q2 that the delay angle ratio is level III, the basic delay angle amount P _B read from the map as Q3 is used as the target delay angle amount Po as it is, and the ignition timing P is used. The delay angle is as much as the target delay angle amount Po. Regardless of the value of the final target drive torque T _b , the duty ratio of the solenoid valves 51 and 56 for torque control is set to 100% in Q4 so that the throttle valve 20 is completely closed. 20) the complete closed state is realized.

If it is determined in step Q2 that the delay angle ratio is not at level III, it is determined at Q5 whether or not the delay angle ratio is set at level II. When it is determined that the delay angle ratio is level II in the step Q5, the target delay angle P _B is obtained by using the basic delay angle amount P _{B obtained} by reading the target delay angle amount P _o from the map as in step Q3. used as the metrology (Po), and the ignition timing (P) it is delayed by gakyeon target delay angle metrology (P _o). In Q7 ECU (15) is a target driving torque (T _OS) based on the value set duty factor of the torque control solenoid valve (51,56) in Q7 and, regardless of the depth of cut of the answer accelerator pedal 31 by the driver pipe ( Reduce the drive torque in 11).

Here, the ECU 15 stores a map for determining the throttle opening degree θ _T as a variable using the engine speed N _E and the drive torque of the engine 11, and the ECU 15 uses this map. The target throttle opening degree θ _TO corresponding to the current engine speed N _E and the target driving torque T _OC is read.

Next, the ECU 15 calculates the deviation between the target throttle opening degree θ _TO and the actual throttle opening degree θ _T output from the throttle opening degree sensor 67, and the solenoid valves 51 and 56 for torque control are provided. The duty ratio is set to a value coupled to the deviation to flow a current through the solenoids of the plungers 52 and 57 of the respective solenoid valves 51 and 56 for torque control, and the actual throttle opening degree θ by the operation of the actuator 41. _T ) is controlled to fall to the target throttle opening degree θ _TO .

When the maximum torque of the engine 11 is output to the ECU 15 as the target driving torque T _TS , the ECU 15 causes the duty ratio of the solenoid valves 51 and 56 for torque control to be lowered to 0%, and to the driver. The driving torque corresponding to the depression amount of the axel pedal 31 by the engine 11 is generated.

If it is determined in step Q5 that the delay angle ratio is not at level II, it is determined at Q8 whether or not the delay angle ratio is specified at level I. If it is determined in step Q8 that the delay angle ratio is set to the level I, the target delayed acceleration amount Po is set to be lowered so that the ignition timing P is delayed by the target delay angle amount Po, Go to the step.

On the other hand, if it is determined in step Q8 that the delay angle ratio is not at level I, it is determined whether or not the target delay angle amount Po is 0 in Q10. If it is determined that this is 0, the process proceeds to step Q7 to ignite. The duty ratio of the solenoid valves 51 and 56 for torque control is set in accordance with the target drive torque T _OS value without causing the timing P to be delayed, and regardless of the depression amount of the accelerator pedal 31 by the driver, The drive torque of the engine 11 is reduced.

If it is determined in step (Q) that the target delay angle amount P is not 0, the target delay angle amount P is determined by ramp control for each sampling period? T of the main timer in Q11. For example, it subtracts by 1 degree until Po = 0, reduces the shock according to the fluctuation of the drive torque of the engine 11, and then transfers to the step of Q7.

If it is determined in step Q1 that the flag F _S during the slip control is reset, then normal driving control is performed without reducing the drive torque of the engine 11, and the ignition timing P is determined as Po = 0 in Q12. By setting the duty ratio of the solenoid valves 51 and 56 for torque control to 0% in Q13 without causing a delay angle, the drive torque corresponding to the depression amount of the accelerator pedal 31 by the driver of the engine 11 is generated.

The above-described setting range of the delay angle ratio can be appropriately changed in accordance with the running characteristics of the vehicle 82.

For example, as shown in claim 58 also shows another example of an order in which the delay angle ratio is read out from the T _CL is a map stored therein, the rate of change of the slippage (S) of the current vehicle 82 The delay angle ratio corresponding to (Gs) is first selected. If it is determined whether or not the delay angle ratio selected at X1 is III level, and it is determined that the delay angle ratio is III level, it is determined at X2 whether the hydraulic automatic transmission 13 is being transferred by the hydraulic control device 16. do.

If it is determined that the hydraulic automatic transmission 13 is shifting at the step of X2, the stall angle ratio at X3 is reset to level II by preventing the stall of the engine 11 due to the reduction of the output of the extreme, and delayed again at X4. It is determined whether the angle ratio is level II. In this case, since the delay angle ratio is level III, the process proceeds to the next X5 to determine whether the slip amount S of the front wheels 64 and 65 is less than 5 km per hour, and the slip amount S is 5 km per hour at the step C5. If it is determined that the front wheels 64 and 65 are slipping above, it is determined whether the change rate Gs of the slip amount S is less than 0 g at X6. If it is determined in step X6 that the change rate Gs of the slip amount S is less than 0g, the delay angle ratio is set to 0 level in X7, and this is output to the ECU 15, and then the process returns to the step XI. . Conversely, if it is determined that the change rate Gs of the slip amount S is 0 g or more at X6, it is determined whether the slip amount S of the front wheels 64, 65 is less than 0 km per hour at X8.

If it is determined in step X8 that the slip amount S is less than 0 km per hour, the delay angle ratio is reset to 0 level at X9, and this is output to the ECU 15, and then the process returns to the step X1. On the other hand, when it is determined in step X8 that the slip amount S is not less than 0 km per hour, i.e., there are a large number of slips of the front wheels 64 and 65, the ECU 15 keeps the delay angle ratio at level II at X10. After outputting to, the process returns to the step X1.

If it is determined in step X5 that the slip amount S is 5 Km or more every hour, that is, the front wheels 64 and 65 are slipping, the delay angle ratio of level II at X11 is output to the ECU 15 as it is, and then step X1. Return to If it is determined in step X1 that the delay angle ratio is not level III, the process proceeds to step X4. If it is determined that the delay angle ratio is not level II, the delay angle ratio of level 0 at X12 is determined by the ECU 15. After outputting to P1, the process returns to the step P1.

On the other hand, if it is determined in step X2 that the hydraulic automatic transmission 13 is not shifting, it is determined whether the slip amount S of the front wheels 64 and 65 is less than 12 km per hour at X13, which is less than 12 km per hour. If it is judged that it is determined whether or not the change rate Gs of the slip amount S is less than -0.05g at X14. If the change rate Gs of the slip amount S is less than -0.05, the delay angle ratio is set again to level II at X15, and the process proceeds to the step X4 above when it is determined in step X14.

When the slip amount S of the front wheels 64 and 65 is more than 12 km per hour, i.e., if the slip is largely generated in the step X13, the delay angle ratio is maintained at level III at X16, and this is transmitted to the ECU 15. After the output, the process returns to the step X1. If it is determined in step X14 that the change rate Gs of the slip amount S is -0.05 g or more, that is, the slip tends to increase, it is determined at X17 this time whether or not the slip amount S is less than 5 Km per hour.

If it is determined in step X17 that the slip amount S is at least 5 km per hour, that is, the slip amount S is at least 5 km per hour and at least 12 km per hour, the delay angle ratio is maintained at level III in X18, and this is output to the ECU 15. After that, the process returns to step X1. However, if it is determined that the slip amount S is 5 Km or less per hour, it is determined at X19 this time that the change rate Gs of the slip amount S is less than 0 g, that is, the vehicle 82 is in a decelerated state.

If it is determined in step X19 that the change rate Gs of the slip amount S is less than 0g, the vehicle 82 is not in an acceleration state, and therefore the delay angle ratio is reset to 0 level at X20, and this is determined by the ECU 15. ), And the process returns to the step X1. In step X19, when the change rate Gs of the slip amount S is greater than 0 g, i.e., the vehicle 82 is in an acceleration state, it is determined whether the slip amount S is less than 0 km per hour at X21. .

When the slip amount S is less than 0 km per hour, i.e., no slip occurs at the step of X21, the delay angle ratio is reset to 0 level at X22, and this is output to the ECU 15, and then the Return to the step. If it is determined in the step X21 that the slip amount S is equal to or greater than 0 km per hour, the slip may increase, so the delay angle ratio at level III is maintained and output to the ECU 15, and then the process returns to the step X1. Goes.

In the delay angle control, as shown in FIG. 59 showing the calculation procedure of the target delay angle amount Po, first, the ECU 15 determines whether or not the slip control flag F _S described above in Y1 is set. If it is determined that this slip control flag F _S is set, it is determined whether or not the delay angle ratio is set at level III in Y ₂ .

If it is determined in step Y2 that the delay angle ratio is at level III, the basic delay angle amount P _B read from the map at Y3 is used as the target delay angle amount Po as it is, and the ignition timing P is used. The delay angle is as much as the target delay angle amount Po. Regardless of the value of the final target drive torque T _O , the duty ratio of the solenoid valves 51 and 56 for torque control is set to 100% at Y4 so that the throttle valve 20 is completely closed, and the engine 11 is forcibly To realize the idling state.

If it is determined in step Y2 that the delay angle ratio is not at level III, it is determined at Y5 whether the delay angle ratio is set at level II.

If it is determined in step Y5 that the delay angle ratio is at level II, the target delay angle amount Po is set as follows in Y6, and the ignition timing P is delayed by the target delay angle amount Po.

The ECU 15 sets the duty ratio of the solenoid valves 51 and 56 for torque control at Y7 in accordance with the target drive torque T _OS value, and the engine (regardless of the depression amount of the accelerator pedal 31 by the driver). Reduce the drive torque in 11).

Here, the ECU 15 stores a map for calculating the throttle opening degree θ _T as a variable using the engine speed N _E and the drive torque of the engine 11, and the ECU 15 uses the map to store the current. The engine throttle speed N _E and the target throttle opening degree θ _TO corresponding to the target drive torque T _OC are read.

Next, the ECU 15 calculates the deviation between the target throttle opening degree θ _TO and the actual throttle opening degree θ _T output from the throttle opening degree sensor 67, and the one solenoid valve 51 and 56 for torque control. The duty ratio is set to a numerical value corresponding to the deviation, so that a current flows through the solenoids of the plungers 52 and 57 of the respective torque control solenoid valves 51 and 56, and the actual throttle opening degree is θ _T ) is controlled to fall to the target throttle opening degree θ _TO .

In addition, when the maximum torque of the engine 11 is output to the ECU 15 as the target drive torque T _OS , the ECU 15 lowers the duty ratio of the solenoid valves 51 and 56 for torque control to 0%, The engine 11 generates driving torque corresponding to the depression amount of the accelerator pedal 31 by the driver.

On the other hand, if it is determined in step Y5 that the delay angle ratio is not level II, it is determined whether or not the target delay angle amount Po is 0 in Y8. If it is determined that this is 0, the process proceeds to step Y7 to start ignition. The duty ratio of the solenoid valves 51 and 56 for torque control is set according to the target drive torque T _OS value without the delay angle P, and the engine is independent of the depression of the accelerator pedal 31 by the driver. The drive torque of (11) is reduced.

If it is determined in step Y8 that the target delay angle amount Po is not 0, the target delay angle amount Po is set to Y9 for each sampling period Δt of the main timer by ramp control, for example, 1 °. Each step is subtracted until Po = 0 to reduce the shock caused by the fluctuation of the drive torque of the engine 11, and then the flow advances to the step Y7.

If it is determined that the flag F _S is reset during the slip control at the step Y1, normal driving control is performed without reducing the drive torque of the engine 11, and the ignition timing is set as Po = 0 at Y10. By setting the duty ratio of the solenoid valves 51 and 56 for torque control to 0% without delaying (P), the engine 11 generates drive torque according to the depression of the accelerator pedal 31 by the driver. do.

Claims (18)

A turning control device for a vehicle having a torque control means 20 capable of controlling the drive torque of the engine independently of operation by a driver, and controlling the operation of the torque control means 20 in response to the turning state of the vehicle. The steering angle sensor 84 for detecting the steering angle of the vehicle, the vehicle speed sensors 80 and 81 for detecting the traveling speed of the vehicle, the steering angle detected by the steering angle sensor 84, and the vehicle speed sensor 80 A target lateral acceleration calculating means 141 for calculating a target lateral acceleration as a lateral acceleration predicted when the vehicle is generated by using the traveling speed detected by 81), and a target calculated by the target lateral acceleration calculating means 141. A torque calculating unit 145 to 149 for setting a target driving torque of the engine corresponding to the lateral acceleration; and a driving torque of the engine to be equal to the target driving torque set by the torque calculating units 145 to 149. A turning control apparatus for a vehicle, comprising an electronic control unit (15) for controlling the operation of said torque control means (20). 2. The turning control device for a vehicle according to claim 1, wherein the torque calculating units (145 to 149) limit the increase or decrease of the target drive torque. 2. The turning control apparatus for a vehicle according to claim 1, wherein the electronic control unit (15) stops the operation of the torque control means (20) based on the traveling speed of the vehicle. 2. The turning of the vehicle according to claim 1, wherein the electronic control unit 15 controls the operation of the torque control means 20 so that the drive torque of the engine is lowered when the target lateral acceleration is larger than a preset reference value. Control unit. 2. A lateral acceleration detecting means (122) for detecting actual lateral acceleration acting on the vehicle, wherein the torque calculating units (145 to 149) cannot detect a steering angle by the steering angle sensor (84). In the state, the target driving torque of the engine corresponding to the actual magnitude of the lateral acceleration detected by the lateral acceleration detecting means 122 is set, while in the state where the steering angle can be detected, the engine corresponding to the magnitude of the target lateral acceleration is possible. The turning control device of the vehicle, characterized in that for setting the target drive torque. The steering angle control method according to claim 1, wherein the steering angle is based on detection signals from the wheel speed sensors (80, 81) for detecting the speeds of the left and right driven wheels, and the wheel speed sensors (80, 81) and the steering angle sensor (84), respectively. The steering angle neutral position determination means 76 which determines the neutral position by learning, and the lateral acceleration detection means 122 which detects the actual lateral acceleration acting on the said vehicle, The torque calculation units 145-149 While setting the target drive torque of the engine corresponding to the magnitude of the actual lateral acceleration detected by the lateral acceleration detecting means 122 until the steering angle neutral position determining means 76 determines the neutral position of the steering angle, And after the neutral position of the steering angle is determined, setting a target drive torque of the engine corresponding to the magnitude of the target lateral acceleration. 7. The steering angle neutral position determining means (76) is characterized in that the electronic control unit (15) controls the operation of the torque control means (20) after learning correction of the steering angle neutral position by the steering angle neutral position determination means (76). The turning control device for a vehicle, characterized in that for stopping the learning correction of the neutral position of the steering angle. 2. The target driving torque of the engine for preventing slipping according to claim 1, wherein the slip state detecting means (124) detects a slip state of the drive wheel and the slip state of the drive wheel detected by the slip state detecting means (124). Anti-slip torque calculation unit (116,135) for calculating a; and the electronic control unit (15) includes a target drive torque whose drive torque of the engine corresponds to a target lateral acceleration set by the torque calculating units (145 to 149). And the torque control means (20) to control the operation of the torque control means (20) so as to be equal to one of any of the slip prevention target driving torques set by the slip prevention torque calculation units (116, 135). A turning control device for a vehicle having torque control means 20 capable of controlling drive torque of the engine independently of operation by a driver, and controlling the operation of the torque control means 20 in response to the turning state of the vehicle. The steering angle sensor 84 for detecting the steering angle of the vehicle, the vehicle speed sensors 80 and 81 for detecting the traveling speed of the vehicle, the steering angle detected by the steering angle sensor and the vehicle speed sensors 80 and 81 Target lateral acceleration calculation means 141 which calculates the target lateral acceleration as the lateral acceleration predicted when the vehicle is generated using the traveling speed detected by the lateral acceleration, and the target lateral acceleration calculated by the target lateral acceleration calculation means 141. A torque calculating unit 145 to 149 for setting a target driving torque of the corresponding engine, and a driving torque of the engine to be equal to a target driving torque set by the torque calculating units 145 to 149; And an electronic control unit (15) for controlling the operation of said torque control means (20). 10. The method of claim 9, wherein when one of the target lateral acceleration calculation means (141) is an A, the traveling speed of the ι, stable counting the wheel base of the vehicle V, the steering angle as δ, expression under the target lateral acceleration (G _YO) In other words,

The turning control device of the vehicle, characterized in that calculated on the basis of. 10. The turning control apparatus for a vehicle according to claim 9, wherein the target drive torque is set as low as the lateral acceleration increases. 10. The turning control apparatus for a vehicle according to claim 9, wherein the driving speed detected by the target driving vehicle speed sensor (80, 81) is set as low as the speed increases. 10. The turning control device for a vehicle according to claim 9, wherein the torque calculating units (145 to 149) set the target driving torque in consideration of the road load torque to the target acceleration before and after. The turning control apparatus for a vehicle according to claim 13, wherein the road load torque has a rolling resistance component and a cornering resistance component of the vehicle. 15. The turning control apparatus for a vehicle according to claim 14, wherein the cornering resistance component changes in correspondence with the lateral acceleration of the vehicle. 10. The turning control apparatus for a vehicle according to claim 9, wherein the electronic control unit (15) corrects the target driving torque based on a deviation between the front and rear target acceleration and the actual front and rear acceleration acting on the vehicle. 10. The apparatus according to claim 9, further comprising: stability coefficient calculating means for calculating a stability coefficient of the vehicle by using the detection signal from the steering angle sensor and the vehicle speed sensor, wherein the target lateral acceleration calculating means 141 is calculated by the stability coefficient calculating means. A turning control apparatus for a vehicle, comprising calculating a target lateral acceleration based on a stability factor. In a turning device of a vehicle having a torque control means 20 that can control the drive torque of the engine independently of the operation by the driver, and controls the operation of the torque control means 20 in response to the turning state of the vehicle. A steering angle sensor 84 for detecting a steering angle of a vehicle, wheel speed sensors 80 and 81 for detecting the speed of left and right driven wheels, and lateral acceleration detecting means for detecting actual lateral acceleration acting on the vehicle ( 122) and using the steering angle detected by the steering angle sensor 84 and the left and right driven wheel speeds detected by the wheel speed sensors 80 and 81 and calculating the target lateral acceleration as the lateral acceleration predicted when the vehicle is generated. On the basis of the comparison result between the lateral acceleration calculation means 141 and the target lateral acceleration calculated by the target lateral acceleration calculation means 141 and the actual lateral acceleration detected by the lateral acceleration detection means 122. Road town A coefficient of friction for estimating coefficient is provided with estimating means 76, and a plurality of maps showing a relationship between the target lateral acceleration and the target driving torque of the engine corresponding to the coefficient of friction on the road surface, and the friction coefficient is estimated by the estimating means. A torque calculation unit (145 to 149) for setting the target drive torque corresponding to the target lateral acceleration based on a map selected from the plurality of maps in correspondence with the friction coefficient of the road surface, and the drive torque of the engine is calculated by the torque calculation. And an electronic control unit (15) for controlling the operation of said torque control means (20) to be equal to the target drive torque set by the units (145 to 149).

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