JPH0422747A - Fully closed acceleration position detection device of vehicle - Google Patents

Abstract

PURPOSE:To detect a require full close position for compensating acceleration opening by setting a minimum value of output of an acceleration sensor to a full close value of the sensor under the ON-condition of an idle switch and during a timer calculates a specified time. CONSTITUTION:In a hydraulic automatic transmission 13, a specified variable speed is automatically selected via a hydraulic controller 16 by an electric control unit ECU 15 which controls an operation condition of an engine 11. Output signal from an idle switch 68 and an ignition key switch 75 are transmitted to the ECU 15 respectively. In a torque calculation unit 76 which calculates a target driving torque of the engine 11, an output signal from an acceleration opening sensor 77 and the like is transmitted. In this case, in the ECU 15, a minimum value of output of the acceleration opening sensor 77 is detected under the ON-condition of an idle switch 68, and during a timer calculates a specified time the minimum value becomes the full close value of the acceleration opening sensor 77.

Description

[Detailed description of the invention]

<Industrial Use Minute Hand> The present invention relates to a device for detecting a fully closed position that is a reference for correcting the output of an accelerator opening sensor (also referred to as APS), The present invention is useful when applied to a vehicle output control device that quickly reduces the driving torque of an engine when turning, etc., and allows the vehicle to travel safely. <Prior art> When the road surface conditions change rapidly while the vehicle is running, or when the vehicle runs on a slippery road surface with a low coefficient of 1IIll, such as a snowy road or an icy road, the drive wheels may spin. The vehicle becomes inoperable and becomes extremely dangerous. In such a case, it is extremely difficult, even for an experienced driver, for the driver to adjust the MA amount of the accelerator pedal and delicately control the engine output to prevent the drive wheels from spinning. For this reason, the idling state of the drive wheels is detected, and when the idling of the driving wheels occurs, the output of the engine is forcibly reduced, regardless of the amount of depression of the accelerator pedal by the driver. The driver can choose between driving using this output control device as needed, and normal driving in which the engine output is controlled according to the amount of depression of the accelerator pedal. Something is being announced. Among methods related to vehicle output control based on such viewpoints, conventionally known methods set the target drive torque of the engine according to the running condition of the vehicle, while controlling the rotation speed of the driving wheels and the driven wheels. The rotation speed is detected, and the difference in rotation speed between the driving wheel and the driven wheel is regarded as the slippage of the driving wheel.
The target drive torque is corrected in accordance with this amount of slip. Second, for safety when turning, the target drive torque may be set from the lateral acceleration and controlled independently of the accelerator pedal. <Problem to be solved by the invention> In this case, it is impractical to completely ignore the driving torque requested by the driver, so the driving torque required by the driver is determined from the engine speed and the accelerator opening. If the required drive torque is smaller than the corrected target drive torque, the required drive torque may be adopted, and in the opposite case, the target drive torque may be corrected according to the required drive torque. However, the output of the accelerator opening sensor does not necessarily accurately represent the accelerator opening. In other words, there is naturally a certain proportional relationship between the output of the accelerator opening sensor and the accelerator opening, and normally the accelerator opening sensor is set so that the sensor output is a constant value when the accelerator is fully closed. Can be assembled. However, when reassembling the accelerator opening sensor after removing it during a vehicle inspection, etc., it is time-consuming and difficult to accurately return the accelerator opening sensor to its original state. You could say it's impossible. Furthermore, there is a risk that the position of the accelerator opening sensor may shift due to aging or other factors. In the end, the output of the accelerator opening sensor is not always correct, so use the method described above to detect the fully open position.
It is necessary to correct the accelerator opening degree. An object of the present invention is to provide a device for detecting a fully closed position necessary for correcting the accelerator opening. Means for Solving the Problem> The vehicle accelerator fully closed position detection device according to the present invention detects the occurrence of a predetermined period of time when the Ivnirashiron key switch, the idle switch, and the Ivnirashiron key switch change from on to off. detecting the minimum value of the output of the accelerator opening sensor while the idle switch is on and the timer is counting a certain period of time;
The present invention is characterized by comprising means for setting this minimum value as a fully closed value of the accelerator opening sensor. Effect〉 Turning the Ivnira Silon key switch from on to off means not only that the engine stops, but also that the driver has no intention of continuing to drive the vehicle, and the driver usually presses the accelerator pedal. You will have to take your foot off the ground. Therefore, as shown in FIG. 31, the output of the accelerator opening sensor 77 begins to decrease, although there are some fluctuations until the engine completely stops. Therefore, after the change from ON to OFF of the Ibnira Shiron key switch 75, the minimum sensor output θ within a certain period of time is determined.
It can be determined that AL is the accelerator fully closed. However, since the driver may depress the accelerator pedal, the minimum value θ is set on the condition that the idle switch 68 is in the ON state even during a certain period of time. , to detect. Also,
The certain period of time may be any period within which the function of the device is guaranteed even if the Ivnirasillon key switch 75 is turned from on to off, and is, for example, 2 seconds, during which the engine is also completely stopped. Using the fully closed value obtained in this way, the accelerator opening obtained from the accelerator opening sensor 77 is corrected, and a device that suppresses excessive slip by controlling the throttle valve or ignition timing retardation, and The present invention can be applied to a device that suppresses over-acceleration by controlling a throttle valve, so that the required driving torque is calculated from the engine rotational speed and the corrected accelerator opening. Embodiment Example A concept of an embodiment in which the present invention is applied to an output tunnel device of a vehicle and further applied to a front wheel drive type vehicle incorporating an automatic transmission with four forward speeds and one reverse speed. As shown in FIG. 1 and FIG. 2 showing a schematic structure of the vehicle, an input shaft 14 of a hydraulic automatic transmission 13 is connected to an output shaft 12 of an engine 11. This hydraulic automatic transmission 13 is an electronic control unit (under z, this is written as ECU) that controls the operating state of the engine 11 according to the selected position of a select lever (not shown) by the driver and the operating state of the vehicle. Based on the command from 15, a predetermined gear stage is automatically selected via the hydraulic control system 16. Regarding the specific structure and operation of the hydraulic automatic transmission 13, see, for example, JP-A-58-54270 and JP-A-61-31749.
As is already well known in the above publications, the hydraulic control system [16 includes illustrations for engaging and disengaging a plurality of frictional engagement elements that constitute a part of the hydraulic automatic transmission 13. A pair of shift control solenoid valves are built in, and the ECU controls the on/off operation of energizing these shift control solenoid valves.
15, a shift operation to any one of four forward speeds and one reverse speed can be achieved smoothly. In the middle of the intake pipe 18 connected to the combustion chamber 17 of the engine 11, there is a throttle that changes the opening degree of the intake passage 19 formed by this intake air w18 and adjusts the amount of intake air supplied into the combustion chamber 17. A throttle body 21 incorporating a valve 20 is interposed. Fig. 1 and Fig. 3 showing an enlarged cross-sectional structure of a portion of this cylindrical throttle body 21.
As shown in the figure, the throttle body 21 rotatably supports both ends of a throttle shaft 22 to which the throttle valve 20 is integrally fixed. An accelerator lever 23 is attached to one end of the throttle shaft 22 that protrudes into the intake passage 19.
and the throttle lever 24 are fitted coaxially. The throttle shaft 22 and the cylindrical portion 25 of the accelerator lever 23
A bushing 26 and a spacer 27 are interposed between the
This allows the accelerator lever 23 to rotate freely relative to the throttle shaft 22. Furthermore, the throttle shaft 22
on the washer 28 and nut 29 attached to one end of the
This prevents the accelerator lever 23 from being removed from the throttle shaft 22. Also, a cable receiver 30 integrated with this accelerator lever 23
An accelerator pedal 31 operated by the driver is connected via a cable 32 to the accelerator pedal 3.
The accelerator lever 23 rotates with respect to the throttle shaft 22 according to the amount of depression. On the other hand, M? [Q Throttle lever 24 is connected to throttle shaft 2
Therefore, by operating this throttle lever 24, the throttle valve 20 rotates together with the throttle shaft 22. Also, accelerator lever 23
A collar 33 is coaxially fitted into the cylindrical portion 25, and a stopper 35 is provided at the tip of the throttle lever 24, which can be engaged with a claw portion 34 formed on a part of the collar 33. It is formed. The claw portion 34 and the stopper 35 engage with each other when the throttle lever 24 is rotated in the direction in which the throttle valve 20 opens, or when the accelerator lever 23 is rotated in the direction in which the throttle valve 20 is closed. They are set in such a positional relationship. Between the throttle body 21 and the throttle lever 24, a collar 35 of the throttle lever 24 is pressed against a claw portion 34 of a collar 33 integrated with the accelerator lever 23 to bias the throttle valve 20 in the direction of opening. A torsion coil spring 36 is mounted coaxially with the throttle shaft 22 via a pair of cylindrical spring receivers 37 and 38 fitted to the throttle shaft 22. Also, between the stopper bin 39 protruding from the throttle body 21 and the accelerator lever 23, the claw portion 34 of the collar 33 is pressed against the stopper 35 of the throttle lever 24 to bias the throttle valve 20 in the direction of closing. A screw 9 coil spring 40 for imparting a detent feeling to the pedal 31 is attached via the collar 33 to the cylindrical portion 25 of the accelerator lever 23 so as to be coaxial with the throttle shaft 22. At the tip of the throttle lever 24, there is a control rod 43 whose base end is fixed to the diaphragm 42 of the actuator 41.
The tips of the two are connected. A pressure chamber 44 formed within the actuator 4 is provided with the torsion coil spring 3.
A compression coil spring 45 is incorporated in all six valves to press the stopper 35 of the throttle lever 24 against the claw portion 34 of the collar 33 and bias the throttle valve 20 in the direction of opening. The spring force of the torsion coil spring 40 is greater than the sum of the spring forces of these two springs 36 and 45 (
This setting prevents the throttle valve 20 from opening unless the accelerator pedal 31 is depressed. A vacuum tank 48 communicates with a surge tank 46 connected to the downstream side of the throttle body 21 and forming a part of the intake passage 19 via a connecting pipe 47.
Between this vacuum tank 48 and the connecting pipe 47,
A check valve 49 that only allows air to move from the vacuum tank 48 to the first tank 46 is interposed. As a result, the pressure within the vacuum tank 48 is set to a negative pressure approximately equal to the lowest pressure within the surge tank 46. Inside these vacuum tanks 48 and the actuator 4
It is in communication with the pressure chamber 44 of No. 1 through a piping IW: 50, and a first torque control solenoid valve 51 of a type that is closed when not energized is provided in the middle of this piping 50. . In other words, this torque and brightness control solenoid valve 51 has a PR! r50
A spring 54 is built in to bias the plunger 52 to the valve seat 53 so as to close the throttle valve. A piping 55 that communicates with the intake path $ 19 on the upstream side of the piping 55 is connected.In the middle of this piping 55 is a second magnetic valve 56, which is molded to open when not energized. is provided. That is, the torque control solenoid valve 56 includes a spring 58 that biases the plunger 57 to open the pipe 55. The two torque control solenoid valves 51 and 56 include the E
The CU 15 is connected, and the torque control solenoid valves 51 and 56 are energized based on a command from the ECU 15. The off state is controlled by duty, and in this embodiment, all of these constitute the torque reduction means of the present invention. For example, when the duty rate of the torque control solenoid valves 51 and 56 is 0%, the pressure chamber 44 of the actuator 41 has an atmospheric pressure that is almost equal to the pressure in the intake passage 19 upstream of the throttle valve 20, The opening degree corresponds to the depression of the accelerator pedal 31 on a one-to-one basis. Conversely, the torque control solenoid valve 51. ．． 56 duty rate is 1
In the case of 00%, the pressure chamber 44 of the actuator 41 becomes a negative pressure almost equal to the pressure inside the vacuum tank 48, and the control rod 43 is pulled upward diagonally to the left in FIG. is closed regardless of the amount of depression, and the driving torque of the engine 11 is forcibly reduced. In this way, the torque control solenoid valve 51. ．． By adjusting the duty rate 56, the opening degree of the throttle valve 20 can be changed regardless of how the accelerator pedal 31 is depressed, and the driving torque of the engine 11 can be adjusted as desired. Further, in this embodiment, the opening degree of the throttle valve 20 is controlled simultaneously by the accelerator pedal 31 and the actuator 41, but two throttle valves are arranged in series in the intake passage 19, and one throttle valve is controlled by the accelerator pedal 31 and the actuator 41. It is also possible to connect only the pedal 31 and connect the other throttle valve only to the actuator 41, thereby controlling these two throttle valves independently. On the other hand, on the downstream end side of the intake pipe 18, a fuel injection nozzle 59 of a fuel injection device that injects fuel (not shown) into the combustion chamber 17 of the engine 11 is installed in each cylinder of the engine 11 (in this embodiment,
Fuel is supplied to the fuel injection nozzle 59 through a solenoid valve 60 which is provided corresponding to a four-cylinder internal combustion engine (assuming a four-cylinder internal combustion engine) and whose duty is controlled by the ECU 15. That is, by controlling the opening time of the solenoid valve 60, the amount of fuel supplied to the combustion chamber 17 is adjusted, and the fuel is ignited by the spark plug 61 within the combustion chamber 17 at a predetermined air-fuel ratio. There is. The ECU 15 includes a crank angle sensor 62 attached to the engine 11 to detect the engine rotation speed, and a pair of left and right drive wheels that detect the rotation speed of the output shaft 63 of the hydraulic automatic transmission 13. a front wheel rotation sensor 66 for calculating the average circumferential speed of the front wheels 64,65, a throttle opening sensor 67 attached to the throttle body 21 to detect the opening of the throttle lever 24, and a throttle valve 20.
In addition to the idle switch 68 that detects the fully open state of the engine, there is also an air flow sensor 70 such as a Karman vortex flow meter that is installed in the air cleaner 69 at the tip of the intake pipe 18 and detects the amount of air flowing into the combustion chamber 17 of the engine 11. , a water temperature sensor 71 installed in the engine 11 to detect the cooling water temperature of the engine 11 , and a water temperature sensor 71 installed in the middle of the exhaust pipe 72 to detect the cooling water temperature of the engine 11 .
Exhaust temperature sensor 7 detects the temperature of exhaust gas flowing through 3.
4 and an ignition key switch 75 are connected. These crank angle sensor 62, front wheel rotation sensor 66, throttle opening sensor 67, idle switch 68, air flow sensor 70, and water temperature sensor 71
Output signals from the exhaust temperature sensor 74 and the ignition key switch 75 are sent to the ECU 15, respectively. The torque calculation unit (hereinafter referred to as TCL) 76 that calculates the target driving torque of the engine 11 includes the throttle opening sensor 67 and the idle switch 68.
An accelerator opening sensor 77 is attached to the throttle body 21 and detects the opening of the accelerator lever 23, and a rear wheel rotation sensor 80 detects the rotational speed of a pair of left and right rear wheels 78 and 79, which are driven wheels. 81 and vehicle 8
A steering angle sensor 84 detects the turning angle of the steering shaft 83 when turning with reference to the straight-ahead state of No. 2;
This includes the phase where 2 is almost straight forward)
A steering shaft reference position sensor 86 is connected to the steering shaft reference position sensor 86, and output signals from these sensors 77, 80, 81, 84, and 86 are sent, respectively. The ECU 15 and the TCL 76 are connected via a communication cable 87, and the ECU 15 transmits information about the engine 11 such as the engine speed, the rotation speed of the output shaft 63 of the hydraulic automatic transmission@13, and the detection signal from the idle switch 68. Operating status information is sent to TCL 76. On the other hand, the TCL 76 sends information regarding the target drive l·lux and the ignition timing retardation ratio calculated by the TCL 76 to the ECU 15. In this embodiment, when the amount of slip in the longitudinal direction of the front wheels 64,65, which are the driving wheels, becomes larger than a preset amount, the driving torque of the engine 11 is reduced to ensure maneuverability and reduce energy loss. The target drive torque of the engine 11 when the prevention control (hereinafter referred to as slip control) is performed and the lateral acceleration generated in the turning vehicle (hereinafter referred to as lateral acceleration) are determined in advance. Control that reduces the drive torque of the engine 11 to prevent the vehicle from deviating from the turning path when the value exceeds a set value! l
(Hereinafter, this will be referred to as turning control), the target drive torque of the engine 11 and the target drive torque of the engine 11 are respectively calculated by the TCL 76, and from these two target drive torques, the optimum final month!
II drive torque is selected so that the drive torque of the engine 11 can be reduced as necessary. Furthermore, in consideration of the case where the output of the engine 11 cannot be reduced in time by fully opening the throttle valve 20 via the actuator 41, a target retardation amount of the ignition timing is set, and the driving torque of the engine 11 can be quickly reduced. I'm trying to stay calm. As shown in FIG. 4, which shows the general flow of control according to this embodiment, in this embodiment, the target drive torque (T.S) of the engine 11 when slip control is performed, and the The target drive torque T.C of engine j1 when
The CL76 always calculates these two target drive torques T in parallel. 9. To. The optimal final target drive torque T. is selected so that the driving torque of the engine 11 can be reduced as necessary. Specifically, the control program of this embodiment is started by turning on the ignition key switch 75, and the steering shaft turning position M is first IJHmδm at Ml (by reading Jl, resetting various flags, or at the sampling period of this control). Initial settings such as starting the main timer count every 15 milliseconds are performed.Then, in M2, the TCL 76 calculates the vehicle speed etc. based on the detection signals from various sensors, and then the steering shaft 8
The neutral position δ of No. 3 is learned and corrected using M3. This vehicle 8
Neutral position δ of the steering shaft 83 of No. 2. is ECU 15 or TC
Since it is not stored in the memory (not shown) in L76,
Each time the ignition key switch 75 is turned on, the initial value δ6. . , is read and the learning correction is made only when the vehicle 82 satisfies the straight running condition described later, and this initial value δ1° is learned and corrected until the ignition key switch 75 is turned off. . Next, the TCL 76 and M4 determine the target drive torque when performing slip control to regulate the drive torque of the engine 11 based on the detection signal from the front wheel rotation sensor 66 and the detection signal from the rear wheel rotation sensors 80 and 81. T. Calculate S, M5
Target drive torque T of the engine 11 when turning control is performed to regulate the drive torque of the engine 11 based on the detection signals from the rear wheel rotation sensors 80 and 81 and the detection signal from the steering angle sensor 84. Calculate 0. Then, at M6, TCL76 sets these target drive torques T. ,, An optimal final target drive torque T0 is selected from Toc by a method described later, mainly considering safety. Furthermore, when starting suddenly or when the road surface condition suddenly changes from a normal dry road to an icy road, there is a possibility that the output of the engine 11 may not be reduced in time even by fully closing the throttle valve 20 via the actuator 41. Therefore, the front wheel is 64 in Ml.
．． A retardation ratio for correcting the basic retardation amount p6 is selected based on the rate of change G of the slip amount S of 65, and these final target drive torques T are set. And data regarding the retardation ratio of the basic retardation amount p6 is outputted to the ECU 1,5 at M8. If the driver wishes to control slippage or turning by operating a manual switch (not shown), the ECU
l5 is the final target drive (the drive torque of engine 1) and LukT. A pair of torque control solenoid valves 51.
56, and further calculates a target retard amount p0 in this ECU 15 based on data regarding the retard ratio of the basic retard 1kp8, and adjusts the ignition timing P to the target retard amount p as necessary. This allows the vehicle 82 to travel smoothly and safely. In addition, if the driver does not wish to perform slip control or turning control by operating a manual switch (not shown),
As a result of the ECU 15 setting the duty ratio of the pair of 1-lux@regular solenoid valves 51 and 56 to the 0% side, the vehicle 82 enters a normal driving state corresponding to the amount of depression of the accelerator pedal 31 by the driver. In this way, the driving torque of the engine 11 is controlled by M9 until the countdown of every 15 milliseconds, which is the sampling period of the main timer, is completed, and from then on, the MIO
The steps up to the ignition key switch 75
This is repeated until the switch is turned off. By the way, engine 1 was opened by turning at step M5.
If the target drive torque T0° of 1 is not calculated, TCL76
calculates the vehicle speed V based on the detection signals of the pair of rear wheel rotation sensors 80 and 81 using the following formula (1), and lowers the steering angle δ of the front wheels 64 and 65 based on the detection No. 43 from the steering angle sensor 84. The calculation is performed using equation (2), and the target lateral acceleration Gyo of the vehicle 82 at this time is determined using equation (3) below. However, V, L, V, are each a pair of left and right rear wheels 78.
．． 79 peripheral speed (hereinafter referred to as rear wheel speed), ρ
, is the steering gear transmission ratio, δ8 is the turning angle of the steering shaft 83, l is the wheel base of the vehicle 82, and A is the stability factor of the vehicle 82, which will be described later. As is clear from this equation (3), when the vehicle 82 is being serviced, the front wheels 64. ．． When the toe-in adjustment of the steering shaft 8 is performed or due to aging such as wear and tear of the steering gear (not shown), the steering shaft 8
If the neutral position δ of 3 changes, the turning position δ4 of the steering shaft 83 and the actual steering angle δ of the front wheels 64 and 65, which are the steered wheels, change.
A discrepancy occurs between the two. As a result, there is a possibility that the target lateral acceleration Gvo of the vehicle 82 cannot be calculated accurately, making it difficult to perform turning control favorably. Moreover, in this embodiment, when performing slip control in step M4, the cornering drag correction means, which will be described later,
Since the reference drive torque of the engine 11 is corrected based on the turning angle δ□ of No. 3, there is a possibility that slip control may not be performed satisfactorily. For this reason, the neutral position δ of the steering shaft 83. M3
It is necessary to perform learning correction in the step. As shown in FIG. 5, which shows the procedure for learning and correcting the neutral position δ of the steering shaft 83, TCL76+! Turning control flag F at H1. Determine whether or not it has been done (seso). If it is determined in this step Hl that the vehicle 82 is under turning control, the output of the engine 11 will suddenly change by learning and correcting the neutral position δ7 of the steering shaft 83, which may worsen the ride comfort. etc., the learning correction of the neutral position δ of the steering shaft 83 is not performed. On the other hand, if it is determined in step Hl that the vehicle 82 is not under turning control, no problem will occur even if the learning correction of the neutral position δ of the steering shaft 83 is performed. , 81, H
In step 2, learning of the neutral position δ□ and 11th speed ■ for turning control to be described later are calculated using the above equation (1). Next, T CL , 76 is the difference between rear wheel speeds V and V at H3 (
Hereinafter, this will be referred to as rear wheel speed difference)" ML 'RR
After calculating l, the TCL 76 moves to the neutral position δ in a state in which the reference position δ of the steering shaft 83 is detected by the steering shaft turning position sensor 86 in H4. It is determined whether the learning correction has been performed, that is, whether the steering angle neutral position learned flag FHN is set in a state where the reference position δ of the steering shaft 83 is detected. Immediately after the ignition key switch 75 is turned on, the steering angle neutral position learned flag F is not set, that is, the neutral position δ□ is being learned for the first time, so the current calculated steering shaft turning position δ1. ) is equal to the previously calculated steering shaft turning position δ□n-11. At this time, it is desirable to set the turning detection resolution of the steering shaft 83 by the steering angle sensor 84 to around 5 degrees, for example, so as not to be affected by the driver's camera shake or the like. If it is determined in step H5 that the steering shaft turning position δ calculated this time is equal to the steering shaft turning position δ calculated last time, the vehicle speed V is lower than the preset threshold value in LLIin-11 H6. Determine whether it is large or not. This operation is necessary because the rear wheel speed difference IVNL-V□1 due to steering cannot be detected unless the vehicle 82 reaches a certain high speed, and the threshold value vA is determined based on the driving characteristics of the vehicle 82. The speed is set as appropriate, for example, 10 km/hour, through experiments or the like. Then, when it is determined in step H6 that the vehicle speed ■ is equal to or higher than the threshold value 7, the TCL76 sets H71cte rear wheel speed difference 1v1. lL-■F161 It is determined whether the speed is smaller than a preset threshold value Vx, such as 0.3 km/hour, that is, whether the vehicle 82 is traveling straight. Here, the reason why the threshold value vx is not Okm/hour is that the left and right rear wheels 7
If the air pressures of tires 8 and 79 are not equal, the vehicle 82
Even though the vehicle is running straight, the pair of left and right rear wheels 78
．． The circumferential velocity VFIL, V, of 79 is different and the vehicle 82
This is to avoid determining that the vehicle is not traveling straight. Note that if the tire pressures of the left and right rear wheels 78.79 are not equal, the rear wheel speed difference l■nm''IIN+ tends to increase in proportion to the vehicle speed V, so this threshold value ■8 is set, for example, to the sixth As shown in the figure, a map may be created and the threshold value ■8 may be read out from this map based on the vehicle speed V. In step H7, if the rear wheel speed difference 1■FIL-vRR is less than the threshold value Vx. If it is determined that there is, it is determined in H8 whether the steering shaft reference position sensor 86 detects the reference position of the steering shaft 83 and 8. Then, in step H8, the steering shaft reference position sensor 86 is detected. has detected the reference position δ8 of the steering shaft 83, that is, when it is determined that the vehicle 82 is traveling straight, a first learning timer (not shown) built in the TCL 76 starts counting at H9. Next, the TCL 76 uses the HIO to determine whether 0.5 seconds have elapsed since the first learning timer started counting, that is, whether the vehicle 82 has continued to go straight for 0.5 seconds.
If 0.5 seconds have not elapsed since the first learning timer started counting, the vehicle speed
Determine whether it is larger than A. If it is determined that the vehicle speed ■ is greater than the threshold t1vA in this Hll step, the rear wheel speed difference 1 ``IIL-■R* l is determined in H12 to determine whether or not it is less than the threshold V such as 0.1 km/h. In this step H12, the rear wheel speed difference is 1v, L-v□1
is less than the threshold value vel, that is, if it is determined that the vehicle 82 is traveling straight, TCL? A second learning timer (not shown) built in the device 6 starts counting. Then, in H14, it is determined whether 5 seconds have passed since the start of counting of this second learning timer, that is, whether the vehicle 82 has continued to go straight for 5 seconds, and the counting of the second learning timer is started. If 5 seconds have not passed since 1, return to step H2 and proceed from step 81 of H2.
The operations up to step 4 are repeated. This anti-l! At step 88 in the middle of the 7 operation, it is determined that the steering shaft reference position sensor 86 has detected the reference position δ of the steering shaft 83, and at step H9 the first learning timer starts counting. However, if it is determined in H10 that 0.5 seconds have passed since the first learning timer started counting, that is, that the vehicle 82 has been traveling straight for 05 seconds, the reference position of the steering shaft 83 is changed in H15. Rudder angle neutral position learned flag F in a state where δ8 is detected. Set N, then H
In step 16, it is further determined whether the steering angle neutral position learned flag FH is set in a state where the reference position δ7 of the steering shaft 83 is not detected. Also, if it is determined in step H14 that 5 seconds have passed since the second learning timer started counting, the process moves to step B H16. In the above operation, the steering angle neutral position learned flag Fl is not set in a state where the reference position δ of the steering shaft 83 is not detected yet, so in the H2S step, the reference position δ6 of the steering shaft 83 is not set. Steering angle neutral position in a state where it is not detected The learned flag F8 is not set, that is, the neutral position δ is in a state where the reference position δ9 of the steering shaft 83 is detected.
, it is determined that this is the first learning, and in HI3, the current steering shaft turning position δ is regarded as the new neutral position δ of the steering shaft 83, this is read into the memory in the TCL 76, and the reference position δ of the steering shaft 83 is set. , is not detected, the steering angle neutral position learned flag FH is set. After setting the new neutral position δ of the steering shaft 83 in this way, the neutral position δ of the steering shaft 83 is set. The turning angle δ of the steering shaft 83 is based on . At the same time, the count of the learning timer is cleared in H18, and the steering angle neutral position learning is performed again. Note that the steering shaft turning position δ7. calculated this time in step H5. . , is the previously calculated steering shaft turning position δ
or when it is determined that the vehicle speed V is not equal to or greater than the threshold value V in step H11, that is, that the rear wheel speed difference 1vFIL-v8F11 calculated in step HI3 is not reliable, or ) If it is determined in step H12 that the rear wheel speed difference "FIL 'RFI 1 is larger than the threshold value ■6," since the vehicle 82 is not in a straight-ahead state, the process moves to step H18. Also, at step H7, the rear wheel speed difference lv1.1L-v
When it is determined that FIF+' is larger than the threshold value vx,
If it is determined in step HI8 that the steering shaft reference position sensor 86 has not detected the reference position δ8 of the steering shaft 83, the count of the first learning timer is cleared in H2O, and step H1l is performed. However, the above H6
Even if it is determined that the vehicle speed V is equal to or less than the threshold value V in step , it cannot be determined that the vehicle 82 is traveling straight, so the process moves to step H1,1. On the other hand, in step H4, the reference position δ of the steering shaft 83 is
Steering angle neutral position learned flag FH when 8 is detected
11 is set, that is, the neutral position δ. If it is determined that learning has been performed for the second time or later, the steering shaft reference position sensor 86 detects the reference position δ1. of the steering shaft 83 in H2O. is detected. Then, if it is determined that the steering shaft reference position sensor 86 has detected the reference position δ, 4 of the steering shaft 83 in step 20,
At step 21, it is determined whether the vehicle speed ■ is greater than a preset threshold value vA. If it is determined that the vehicle speed ■ is equal to or higher than the threshold value ■6 in step I]21, the TCL76 determines whether the rear wheel speed difference "FIL 'RFII is smaller than the threshold value ■8 in H22, that is, It is determined whether the vehicle 82 is traveling straight.If it is determined in step 822 that the rear wheel speed difference 1v -v is smaller than the threshold 4t1Vx, the currently calculated steering is performed in step 8.23. Axis rotation position δs
(Determine whether nl is equal to the previously calculated steering shaft turning position δ8-1. The steering shaft turning position δ calculated this time in step B H2S is the previously calculated steering shaft turning position δ If it is determined that the first learning timer is equal to...(n-1), it starts counting the first learning timer in H24.Next, the TCL76 starts counting the first learning timer in H2S. Determine whether 0.5 seconds have passed since then, that is, whether the straight-ahead state of the vehicle 82 continued for 0.5 seconds,
If 0.5 seconds have not elapsed since the first learning timer started counting, return to step H2, and
Repeat steps 2 to H4 and H20 to H25. Conversely, if it is determined in step H2S that 0.5 seconds have elapsed since the first learning timer started counting, the process moves to step H16. Note that if it is determined in step H20 that the steering shaft reference position sensor 86 has not detected the reference position δ of the steering shaft 83, or if the vehicle speed ■ is determined to be higher than the threshold value vA in step H21,
If it is determined that MFI 1 is not reliable, or the rear wheel speed difference I is calculated in step H22.
If vRL-vFIFI 1 is judged to be too large than the threshold IIVX, or if t is calculated this time in the step of H23,
This steering shaft turning position δ. , is not equal to the previously calculated steering shaft turning position δ (O-heavy), the process moves to step H18. In step H16, the steering angle neutral position learned flag F
H is set, that is, the neutral position δ. If it is determined that learning is being performed for the second time or later, the TCL 76 determines the current steering shaft turning position δ1. , l is the previous steering axis 83
It is determined whether the neutral position δ1.1 (n-11 is equal to δ = δ fn1M (n-11).Then, it is determined whether the current steering shaft turning position δ is within the middle of the previous steering shaft 83 m( n) If it is determined that the sentence position δ is equal to , the process moves to step HI3 as it is in n-11, and the next steering angle neutral position learning is performed.In step H26, the current steering axis turning position is determined. δ is suspended due to play in the steering system, etc. (i) The previous neutral position δ of the steering shaft 83 is equal to (n-1
1, in this embodiment, the current steering shaft turning position δ1. , l as the new neutral position δ of the steering shaft 83
If the absolute value of these differences inl differs by more than the preset correction limit amount Δδ, then this correction limit amount Δδ is set on the subtraction side 1n with respect to the previous steering shaft turning position δ. -11 or the added value is the new neutral position δ of the steering shaft 83.
This is read into the memory within the TCL 76. In other words, in H27, the TCL76 subtracts the previous steering axis 83 middle m (r+1 position δ1 - I) from the current steering axis turning position δ which is smaller than the preset negative correction limit amount -Δδ. Then, if it is determined that the value subtracted in step B of H27 is smaller than the negative correction limit amount -Δδ, the new neutral position δ□ of the steering shaft 83 is determined in H2S. , , is the previous neutral position δMIM-11 of the steering shaft 83 and the negative correction limit amount -Δ
δ is changed from δ to δ = δ − Δδ gate (nl M (n-car)) to ensure that the learning correction amount per - time does not unconditionally increase to the negative side. Even if an abnormal detection signal is output from the steering angle sensor 84, the neutral position δ of the steering shaft 83 does not change suddenly, and it is possible to quickly respond to this abnormality. If it is determined that the value subtracted by
It is determined whether the value obtained by subtracting the neutral position δゎ, . And this I
]The value subtracted in step 29 is a positive correction limit amount △δ
If it is determined that the new neutral position δn inl of the steering shaft 83 is larger than the previous neutral position δ of the steering shaft 83 using H2O. . -1 and the positive correction limit amount Δδ, δ = δ ±Δδ M (nl M C11-11) to ensure that the learning correction amount per - time does not unconditionally increase to the positive side. As a result, even if an abnormal detection signal is output from the steering angle sensor 84 for some reason, the neutral position δ of the steering shaft 83 will not change suddenly, making it possible to quickly respond to this abnormality. However, if it is determined that the value subtracted in step 29 is smaller than the positive correction limit amount Δδ, the current steering axis turning position δ□,,l is changed to the new steering axis in H31. In this way, in this embodiment, when learning and correcting the neutral position δ of the steering shaft 83, in addition to using only the rear wheel speed difference "FIL-■FIM+," By adopting a method that also utilizes the detection signal from the steering shaft reference position sensor 86, the neutral position δ of the steering shaft 83 can be learned and corrected relatively quickly after the vehicle 82 has started, and the steering Even if the axis reference position sensor 86 fails for some reason, the rear wheel speed difference "l'1L-VR"
The neutral position δ of the steering shaft 83 can be learned and corrected only by RI, which provides excellent safety. Therefore, when the stopped vehicle 82 starts with the front wheels 64 and 65 left in the turning state, the neutral position δ of the steering shaft 83 at this time. As shown in FIG. 7, which shows an example of the state of change,
When the learning control of the neutral position δ□ of the steering shaft 83 is performed for the first time, the initial value δ of the steering shaft turning position in the above-mentioned step Ml
Although the amount of correction from Mlal is very large, the neutral position δ of the steering shaft 83 from the second time onward is HI7. HI
The operation in step 3 results in a suppressed state. After learning and correcting the neutral position δ of the steering shaft 83 in this manner, the driving torque of the engine 11 is regulated based on the detection signal from the front wheel rotation sensor 66 and the detection signal from the rear wheel rotation sensors 80 and 81. Target drive torque T when performing slip control. Calculate S. By the way, since the coefficient of friction between the tire and the road surface can be considered to be equivalent to the rate of change Gx of the vehicle speed V applied to the vehicle 82 (hereinafter referred to as longitudinal acceleration), in this example, The longitudinal acceleration Gx is detected by the rear wheel rotation sensor 80, 8.
This longitudinal acceleration G is calculated based on the detection signal from 1.
The reference drive torque T of the engine 11 corresponding to the maximum value of
is the deviation between the front wheel speed ■ detected by the front wheel rotation sensor 66 and the target front wheel speed Po corresponding to the vehicle speed ■ (hereinafter referred to as
This is called the slip amount) and is corrected based on the target drive torque T. , is calculated. Target drive torque T of this engine 11. As shown in FIG. 8, which shows the calculation block for calculating S, first, TCL7
6 is the vehicle speed V for slip control, after! rotation sensor 80,
Detection from 81 (calculated based on r5, but in this embodiment, the low vehicle speed selection unit 101 selects two rear wheel speeds vL (L,
The smaller value of VR, l is selected as the first vehicle speed ■5 for slip control, and the higher vehicle speed selection section 102 selects the larger value of the two rear wheel speeds V, ..., V□. is selected as the second vehicle speed vs for slip control, and then the selector switch 103 is used to further select which output from the two selection sections 101 and 102 is to be taken in. Note that in this embodiment, the first vehicle speed Vs selected by the low vehicle speed selection unit 101 is calculated using the formula (1) above as the smaller value of the two rear wheel speeds v8L and VFIF+. A multiplication unit 104 multiplies the weighting coefficient KV corresponding to the vehicle speed V, and a multiplier 105 multiplies this by (1-KV), which is the larger value of the two rear wheel speeds VFIL and vFIFl. It is calculated by adding the That is, the state where the driving torque of the engine 11 is actually reduced by slip control, that is, the slip control flag F
, is set, the changeover switch 103 selects the smaller of the two rear wheel speeds V RL p RR as the vehicle speed vS, and the engine 11 is not driven even if the driver requests slip control. When the torque is not reduced, that is, when the slip control flag F8 is reset, the larger value of the two rear wheel speeds vRL and VR is selected as the vehicle speed vS. This is to make it difficult to transition from a state in which the driving torque of the engine 11 is not reduced to a state in which the driving torque of the engine 11 is reduced, and also to make the transition in the reverse case difficult. For example, if the smaller of the two rear wheel speeds V n and p V FIR is selected as the vehicle speed 6 while the vehicle 82 is turning, the front wheel 64.65 may not slip even if no slip occurs. In order to avoid a problem in which it is determined that a slip has occurred regardless of whether the engine 11 is slipping and the driving torque of the engine 11 is reduced, and in consideration of the running safety of the vehicle 82, the driving torque of the engine 11 is reduced. This is because consideration was given so that this state would continue even if the amount was reduced. Furthermore, when calculating the vehicle speed V in the low vehicle speed selection unit 101,
The smaller value VL of the two rear wheel speeds V, L, V, and R
is multiplied by a weighting coefficient KV in a multiplier 104, and this and the two rear wheel speeds V and L are obtained. ■ Multiply the larger value vH of □ by (1-Kv) Unit 1
The value multiplied by As a result of the large difference between the smaller value vL of V, L, V, and R, the amount of correction of drive l/lux by feedback becomes too large, and there is a possibility that the acceleration performance of the vehicle 82 may be impaired. It's for a reason. In this embodiment, the weighting coefficient Kv is set to the rear wheel 78.
．． The map shown in FIG. 9 is read out based on the vehicle speed V of equation (1), which is the average value of the circumferential speeds of 79. The longitudinal acceleration Gx is calculated based on the vehicle speed vS for slip body narrowing calculated in this way. First, from the vehicle speed V not calculated this time, ... and the vehicle speed V calculated once previously, the current The longitudinal acceleration Gx of the vehicle 82θ (n-11) is calculated by the differential calculation unit 106 as shown in the following equation. However, ΔL is 15 milliseconds, which is the sampling period of this control, and g is the gravitational acceleration. Then, the calculated longitudinal acceleration Gx,...l is 0.6
If the value exceeds Gx, the longitudinal acceleration Gx is calculated in consideration of safety against calculation errors, etc. The maximum value of , is O,Gg
The clip portion 107 maintains the longitudinal acceleration G so as not to exceed
□. , is clipped to 0.6g. Furthermore, the filter section 1
At step 08, filter processing for noise removal at t: is performed to calculate the corrected longitudinal acceleration GyF. In this filtering process, since the longitudinal acceleration G of the vehicle 82 can be considered to be equivalent to the coefficient of friction between the tires and the road surface, the maximum value of the longitudinal acceleration G of the vehicle 82 changes and the slip rate S of the tire increases. The target slip rate S corresponds to the maximum value of the friction coefficient between the road surface and the road surface. Or, even if the tire is about to deviate from the vicinity, the target slip rate S is set so that the tire slip rate S corresponds to the maximum value of the friction coefficient between the tire and the road surface. This is to correct the longitudinal acceleration G so as to maintain it at a value smaller than this or in the vicinity thereof, and specifically, it is performed as follows. This time's longitudinal acceleration G□. , is the previous corrected longitudinal acceleration GxF, which is filtered. -1, in the above case, that is, when the vehicle 82 continues to accelerate, the current corrected longitudinal acceleration GxFL,,,
Noise is removed by delay processing as XFin-11, and the corrected longitudinal acceleration GX□, . . . follows the longitudinal acceleration G relatively quickly. This time longitudinal acceleration Gx3. ．． When l is less than the previous corrected longitudinal acceleration G8, that is, when the vehicle 82 has not accelerated by xF(n-1), the main timer's sampling period Δ
The following process is performed for each. When the slip control flag F is not set, that is, when the drive torque of the engine 11 is not reduced by slip control, the vehicle 82 is decelerating, so G = G −0,002 XF(.) XFin− 11, a decrease in the corrected longitudinal acceleration Gx□, , is suppressed to ensure responsiveness to a driver's request for acceleration of the vehicle 82. In addition, when the drive torque of the engine 11 is reduced by slip control, the slip amount S is positive, that is, when the front wheels 64, 65
Even when some slip occurs, there is no safety problem because the vehicle 82 is decelerating. Therefore, the decrease in the corrected longitudinal acceleration Gx1 is expressed as Vehicle 82 restrained by the driver
This ensures responsiveness to acceleration requests. Furthermore, when the slip amount S of the front wheels 64 and 65 is negative while the drive torque of the engine 11 is being reduced by slip control, that is, when the vehicle 82 is decelerating, the corrected longitudinal acceleration is 0.
The maximum value of 8F is maintained to ensure responsiveness to the driver's request for acceleration of the vehicle 82. Similarly, when the hydraulic control device 16 is shifting up the hydraulic automatic transmission 13 while the driving torque of the engine 11 is being reduced due to the slip split, it is necessary to ensure that the driver feels a sense of acceleration, so before and after correction The maximum value of acceleration 08F is maintained. Then, the corrected longitudinal acceleration GxF from which noise has been removed by the filter unit 108 is converted into torque by the torque conversion unit 109, but the value calculated by the torque conversion unit 109 is naturally a positive value. Since it should be,
After this is clipped to 0 or more in the clipping unit 110 for the purpose of preventing calculation errors, the running resistance TR calculated by the running resistance calculating unit 111 is added in the adding unit 112, and further, the running resistance TR calculated by the running resistance calculation unit 111 is added to The cornering drag correction torque Tc calculated by the cornering drag correction amount calculation unit 113 based on the detection signal is added by the addition unit 114 to calculate the reference driving torque T8 shown in the following equation (4). T =G −W −r+T +T −(4)
Here, Wb is the vehicle weight, and r is the effective radius of the front wheel 64.65. The running resistance TFl can be calculated as a function of the vehicle speed V, but in this example, it is calculated as a function of the vehicle speed V.

[This is obtained from a map as shown in Figure 10. In this case, since the running resistance TFl is different between a flat road and a boarded road, the map is written with the one for the flat road shown by the solid line and the one for the boarded road shown by the two-dot chain line in the figure, and is installed in the vehicle 82. Either one is selected based on a detection signal from an inclination sensor (not shown);
It is also possible to set Furthermore, in this embodiment, the cornering drag correction torque T. is obtained from a map as shown in FIG.
Since the reference drive torque Ta is larger,
The acceleration feeling of the vehicle 82 after exiting the turning path is improved. Note that the reference drive torque T calculated by the above formula (4)
In contrast, in this embodiment, by setting the lower limit value in the variable clip section 115, the value obtained by subtracting the final correction torque Tp, o, which will be described later, from this reference drive torque TB in the subtracting section 116 becomes negative. This prevents problems that could cause problems. The lower limit value of the reference drive torque Tll is lowered in stages according to the elapsed time from the start of the slip control, as shown in the map shown in FIG. On the other hand, the TCL 76 calculates the actual front wheel speed ■ based on the detection signal from the front wheel rotation sensor 66, and as mentioned earlier, it is set based on this front wheel speed ■1 and the vehicle speed ■ for slip control. Target front wheel speed ■. The target drive torque T of the engine 11 is determined by performing feedback control of the reference drive torque T using the slip amount S, which is the deviation from the target front wheel speed V for corrected torque calculation, which is set based on the reference drive torque T. , is calculated. By the way, in order to effectively utilize the drive torque generated by the engine 11 when the vehicle 82 accelerates, the slip rate S of the tires of the front wheels 64 and 65 during running must be adjusted to Adjust the target slip ratio to be at or around S0, which corresponds to the maximum value of the coefficient of friction between the vehicle 82 and the road surface, or a value smaller than this to avoid loss of energy and to avoid impairing the maneuverability and acceleration performance of the vehicle 82. It is desirable to do so. Here, the target slip rate S. is 0. depending on the road surface condition.
It is known that the slip amount S can range from about 1 to 0.025, and therefore, it is desirable that the front wheels 64 and 65, which are the driving wheels, generate a slip amount S of about 10% with respect to the road surface while the vehicle 82 is running. Considering the above points, the target front wheel speed VF0
is set in the multiplier 117 according to the following formula. V = 1.1·V Then, the TCL 761 and the acceleration correction unit 118 calculate the 14th
From the map shown in the figure, the above-mentioned corrected longitudinal acceleration GxF
The slip correction amount vK corresponding to is read out, and added by the adding section 119 to the target front wheel speed VPo for reference torque calculation. This slip correction amount vK has a tendency to increase stepwise as the value of the corrected longitudinal acceleration GyF increases, but in this embodiment, this map is created based on driving tests and the like. As a result, the target front wheel speed (■) for calculating the correction torque increases, and the slip rate S during acceleration reaches the target slip rate S shown by the solid line in FIG. Alternatively, it is set to a value smaller than this in the vicinity. On the other hand, the relationship between the coefficient of friction between the tire and the road surface during a turn and the slip rate S of this tire is shown by the dashed line in FIG. The slip rate of the tire is the target slip rate S of the tire that gives the maximum value of the coefficient of friction between the tire and the road surface while traveling straight. It turns out that it is considerably smaller than . Therefore, while the vehicle 82 is turning, it is desirable to set the target front wheel speed 1o smaller than when the vehicle 82 is traveling straight so that the vehicle 82 can turn smoothly. Therefore, the turning correction section 120 reads out the slip correction amount vKo corresponding to the target lateral acceleration G9o from the map as shown by the solid line in FIG. Subtract from. however,
The first neutral position δ of the steering shaft 83 after the ignition key switch 75 is turned on. Until learning of the turning angle δ4 of the steering shaft 83 is performed. Since there is no reliability in the vehicle 82 due to the peripheral speed VAL of rear wheels 78 and 79,
The slip correction amount vKo is read out from a map as shown by the broken line in FIG. 15 based on the lateral acceleration G actually acting on the lateral acceleration G. By the way, the target lateral acceleration GYo is determined by the steering angle sensor 84.
The steering angle δ is calculated using the above equation (2) based on the detection signal from the steering angle δ, and the neutral position δ of the steering shaft 83 is calculated using the above equation (3) using this steering angle δ. is learning and correcting. Therefore, the steering angle sensor 84 or the steering shaft reference position sensor 8
If an abnormality occurs in 6, it is conceivable that the target lateral acceleration Gv0 will be a completely incorrect value. Therefore, the steering angle sensor 8
If an abnormality occurs in the 4th class (rear wheel speed difference)
- Calculate the actual lateral acceleration Gv generated in the vehicle 82 using FIR, and use this instead of the target lateral acceleration GYo. Specifically, this actual lateral acceleration G7 is the rear wheel speed difference IV
From FIL'nF11 and vehicle speed V, the lateral acceleration calculation unit 122 built into the TCL 76 calculates as shown in the following formula (5), and the filter unit 123 processes this to remove noise, resulting in a corrected lateral acceleration 07F. . However, b is the tread of the rear wheel 78.79, and the filter unit 123 calculates the current corrected lateral acceleration G from the currently calculated lateral acceleration G7 and the previously calculated corrected lateral acceleration G. Low-pass processing is performed using the digital calculation shown in the formula. G −Σ2゜vF fnl 255 (GV fnl 'YF
'1n-111 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 using, for example, a disconnection detection circuit shown in FIG. 16. First, the outputs of the steering angle sensor 84 and the steering shaft reference position sensor 86 are pulled up with a resistor R and grounded with a capacitor C, and the outputs are directly input to the AO terminal of the TCL 76 for use in various controls. On the other hand, the signal is input to the A1 terminal through the comparator 88. A specified value of 4.5 volts is applied as a reference voltage to the negative terminal of this comparator 88, and when the steering angle sensor 84 is disconnected, the input voltage of the AO terminal exceeds the specified value and the comparator 88 is turned on, and the A1 The input voltage of the terminal continues to be at high level H. Therefore, if the input voltage of the A1 terminal is at a high level H for a certain period of time, for example, 2 seconds, the TC determines that the wire is disconnected and detects the occurrence of an abnormality in the steering angle sensor 84 or the steering shaft reference position sensor 86.
Set up the L76 program. In the embodiment described above, the steering angle sensor 8 is configured using hardware.
Although an abnormality such as No. 4 is detected, it is of course possible to detect the abnormality using software. For example, as shown in FIG. 17, which shows an example of the abnormality detection procedure, the TCL 76 first determines the abnormality at Wl by detecting the disconnection shown in FIG. 16, and if it is determined that there is no abnormality, At W2, it is determined whether there is an abnormality in the front wheel rotation sensor 66 and the rear wheel rotation sensors 80, 81. At step W2 with each rotation sensor 66, 80, 81
If it is determined that there is no abnormality in the
It is determined whether or not the vehicle has been steered in the same direction by one rotation or more, for example, by 400 degrees or more. At this step W3, the steering shaft 83
If it is determined that the vehicle has been steered by 400 degrees or more in the same direction, it is determined at W4 whether or not there is a signal from the steering shaft reference position sensor 86 indicating the reference position δ of the steering shaft 83. If it is determined in step W4 that there is no signal indicating the reference position δ8 of the steering shaft 83, and if the steering shaft reference position sensor 86 is normal, the reference position δ7 of the steering shaft 83. Since there should be a signal indicating this at least once, it is determined at W4 that the steering angle sensor 84 is abnormal, and an abnormality flag F is set. In step W3, the steering shaft 83 is rotated 400 degrees in the same direction.
If it is determined that the steering shaft is not being steered for more than 100 degrees, or if it is determined that there is a signal from the steering shaft reference position sensor 86 indicating the reference position δ, 1 of the steering shaft 83 in step W4, the controller returns to the neutral position in W6. Whether or not learning of δ□ has been completed, that is, two steering angle neutral position learned flags F, , F
, is set. If it is determined that the neutral position δゎ of the fi rudder shaft 83 has been learned in this step W6, then the rear wheel speed difference 1 ■RL-VRRl becomes, for example, 1.5 km/h in Wl.
For example, if the vehicle speed is 20 km/h and 6/6 at W8,
0km, and the steering axis at this time is 83 at W9.
If it is determined that the absolute value of the turning angle δ8 is, for example, less than 10 degrees, that is, the vehicle 82 is turning at a certain speed, if the steering angle sensor 84 is functioning normally, the turning angle δ8 is less than 10 degrees. Since the absolute value of the angle δ should be 10 degrees or more, it is determined at Wlo that the steering angle sensor 84 is abnormal. Note that the slip correction amount VKo corresponding to the target lateral acceleration GY0 is considered to be due to the driver turning the steering wheel 85 more, so in a region where this target lateral acceleration Gvo is small, the slip correction amount VKo corresponding to the corrected lateral acceleration GY- Quantity VK
. It is set smaller than. Furthermore, in a region where the vehicle speed is small, it is desirable to ensure the acceleration of the vehicle 82.
When the vehicle speed V is above a certain level, it is necessary to take into account the ease of turning, so the correction coefficient corresponding to the vehicle speed ■ is added to the slip correction amount Ko read from FIG. The corrected slip correction amount VKF is calculated by reading from the map shown in and multiplying it. As a result, the target front wheel speed ■F0 for calculating the correction torque decreases, and the slip rate S when turning becomes the target slip rate S when driving straight. Although the acceleration performance of the vehicle 82 is slightly reduced, good turning performance is ensured. These target lateral accelerations G... and actual lateral acceleration GY
As shown in FIG. 19 representing the selection procedure of T CL 7
At T1, the corrected lateral acceleration G7F from the filter section 123 is adopted as the lateral acceleration for calculating the slip correction amount vKo, and at T2 it is determined whether the slip control flag FG is set. If it is determined that the slip control flag F is set in step T2, the corrected lateral acceleration is set to 0.
7F will be adopted as is. This means that when the lateral acceleration, which is the basis for determining the slip correction amount Vxc, is changed from the corrected lateral acceleration GYF to the target lateral acceleration GY0 during slip control, the slip correction iV
This is because there is a risk that the behavior of the vehicle S2 may be disturbed due to a large change in the vehicle S2. If it is determined in step T2 that the slip control flag F is not set, two steering angle neutral positions are learned FHN in step T3. It is determined whether either one of FH is set. Here, two steering angle neutral position learned flags F,
. In addition, if it is determined that one of the two steering angle neutral position learned flags F, F, is set in step T3, the slip correction amount vKo is calculated in step T4. The target lateral acceleration GYo is adopted as the lateral acceleration. As a result of the above, the target front wheel speed VF6 for calculating the correction torque is as shown in the following formula. v = v +v -v F9 FOK F Next, the actual front wheel speed ■1 obtained from the detection signal of the front wheel rotation sensor 66 through filter processing for the purpose of noise removal, etc., and the target front wheel speed vFS for calculating the correction torque are calculated. A slip amount S, which is a deviation, is calculated by the subtraction unit 124. and,
If this slip amount S is less than a negative set value, for example -2 per hour,
If the distance is 5km or less, the slip jls is -2 per hour.
, 5km is clipped with the clip m125, and proportional correction, which will be described later, is performed on the slip amount S after this clipping process, and overcontrol in this proportional correction is prevented to prevent output noching from occurring. . Further, an integral correction is performed using the slip amount S before this clipping process (in contrast, an integral constant ΔT, which will be described later), and further a differential correction is performed to calculate the final correction torque TP, o. As the proportional correction, A multiplication unit 126 (multiplying the iron slip amount S by a proportionality coefficient Kp to obtain a basic correction amount, and a multiplication unit 127 [transmission ratio ρ of the iron hydraulic automatic transmission 13,
The proportional correction torque TPltl! is multiplied by a correction coefficient ρKF set in advance by . ing. In addition, the proportional image fiK,
is read out from the map shown in FIG. 20 according to the slip amount S after clipping processing). In addition, in order to realize a correction that corresponds to gradual changes in the slip amount S as the integral correction, a basic correction amount is calculated in the integral calculation section 128, and the multiplication section 1
29 based on the gear ratio ρ7 of the hydraulic automatic transmission 13)
The preset correction coefficient ρ is multiplied by 1 to obtain the integral correction torque T. In this case, in this embodiment, a constant micro-integral correction torque ΔT is integrated, and if the slip amount S is positive at every 15 millisecond sampling period, the micro-integral correction torque ΔT1 is added, and vice versa. Slip amount S
When is negative, minute integral correction torque ΔT is subtracted. However, this integral correction torque T- is set to a lower limit value T1L as shown in the map in FIG. Sometimes, a large integral correction torque T1 is used to secure the driving force of the engine 11, and after the vehicle 82 starts and the vehicle speed V increases, on the other hand, if the correction is too large, control stability will be lost, so the integral correction torque is applied. I try to keep T small. Further, in order to improve the convergence of control, an upper limit value, for example Okgm, is set for the integral correction torque T, and by this clipping process, the integral correction torque T changes as shown in FIG. 22. The proportional correction torque TP and the integral correction torque T calculated in this way are added in the adding section 130 to calculate the proportional integral correction torque TP8. Note that the + in the correction coefficient ρKP'ρ is read from a map as shown in FIG. 23, which is set in advance in association with the gear ratio ρ of the hydraulic automatic transmission 13. Further, in this embodiment, the differential calculation unit 131 calculates the rate of change G of the slip amount S, and the differential coefficient is multiplied by 0.
2 to calculate the basic correction amount for sudden changes in the slip amount S. Then, the values obtained thereby are set with upper and lower limits, respectively, and the differential correction torque T is determined. A clipping unit 133 performs clipping processing to prevent the differential correction torque T from becoming an extremely large value. I am getting . This clip portion 133 may cause the wheel speeds V, V, L, and V LIFl to momentarily slip and become locked depending on the road surface condition, the running state of the vehicle 82, etc. while the vehicle 82 is running. In such a case, the rate of change G of the slip amount S becomes an extremely large positive or negative value, and there is a risk that the control will diverge and the responsiveness will decrease. Clip the value to 55 kgm and apply the differential correction torque T0
This is to prevent the value from becoming extremely large. Thereafter, the adding section 134 calculates the proportional-integral correction torque TP and the differential correction torque T. The final corrected torque TP1o obtained thereby is subtracted from the reference drive torque T described above in a subtracting section 16, and further subtracted from the reference driving torque T in a multiplication section 135.
By multiplying by the reciprocal of the reduction/reduction ratio between the engine 11 and the axles 89, 90 of the front wheels 64, 65, the target part for slip control shown in the following equation (6) is obtained. ! lI) Luc T. Calculate S. However, ρ- is the differential gear reduction ratio, ρ1 is the torque converter ratio, and when the hydraulic automatic transmission 13 performs an upshift operation, the gear ratio ρ on the high speed side is set after the end of the shift. is now output. In other words, in the case of upshifting the hydraulic automatic transmission 13, if the gear ratio ρ7 on the high gear side is adopted at the time the gear shift signal is output, then as is clear from equation (6) above, during the gear shift target drive torque T. Since S increases and the engine 11 revs up, the target drive torque T is maintained for 1.5 seconds, for example, after the shift start signal is output and the shift operation is completed. If S can be made smaller, the gear ratio ρ on the lower gear side is maintained, and the gear ratio ρ on the higher gear side is adopted 1.5 seconds after outputting the shift start signal. For the same reason, in the case of a downshift speed change operation of the hydraulic automatic transmission 13, the speed change ratio on the lower gear side is immediately adopted when the speed change signal is output. Target drive torque T calculated using the above equation (6). Since S should naturally be a positive value, the target drive torque T is set in order to prevent calculation errors in the clip section 136.
. , is clipped to 0 or more, and this target drive torque T is determined according to the determination process in the start/end determination unit 137 for determining the start or end of slip control. . Information regarding this is output to the ECU 15. The start/end determination unit 137 determines that slip control has started when all the conditions shown in f, 1 to +e+ below are satisfied, sets a slip control flag Fs, and changes the output from the low vehicle speed selection unit 101 to slip control. The selector switch 103 is operated to select the vehicle speed V for control, and the target drive torque T is selected. This process is continued until the information regarding S is output to the ECU 15, and the slip control is determined to have ended and the slip open flag FS is reset. tel The driver desires slip control by operating a manual switch (not shown). (b) The driving torque T requested by the driver is
The minimum driving torque required to run 2, for example 4
kgm or more. In this embodiment, this required drive torque Td is calculated from the engine rotation speed Nll calculated from the detection signal from the crank angle sensor 62 and the accelerator opening sensor 7.
The map is read out from a preset map as shown in FIG. 24 based on the accelerator opening degree θ8 calculated by the detection signal from 6. However, the accelerator opening θ6 is a value corrected based on the fully closed position of the accelerator opening sensor 77 detected by the present invention (details are shown in FIG. 31 and will be described later with reference to FIG. 32). (cl The slip amount S is 2 km/h or more. (d) The rate of change G of the slip amount S is 0.2 g or more. tel Actual front wheel speed V, actual front wheel time differentiated by the G differential calculation unit 138 The acceleration GP is 0.2 g or more. On the other hand, after the start/end determining section 137 determines the start of slip control, if any of the conditions shown in (fl, (g) below) is satisfied, ( , determines that the slip control has ended, resets the slip control flag F, and then
Target drive torque T for 15. The changeover switch 103 is configured to stop the transmission of S and select the output from the high vehicle speed selector 102 as the vehicle speed ■6 for slip control.
Activate. tfl Eye 1g driving torque T. , is the required driving torque T
. above, and the slip amount S is a constant value, for example, −
The state where the distance is 2 km or less continues for a certain period of time, for example, 0.5 seconds or more. (g) The state in which the idle switch 68 is turned from off to on, that is, the state in which the driver releases the accelerator pedal 31, continues for a certain period of time, for example, 0.5 seconds or more. The vehicle 82 is provided with a manual switch (not shown) for the driver to select slip control, and when the driver selects slip control by operating this manual switch, the following will explain. Perform slip control operations. As shown in FIG. 25, which shows the flow of this slip control process, the TCL 75 detects the various data described above in Sl and calculates the target drive torque T0. This calculation operation is performed independently of the operation of the manual switch. Next, in S2, it is first determined whether the slip control flag FS is set, but since the slip control flag F is not set at first, the TCL76
In step 3, it is determined whether the slip amount S of the front wheels 64.degree. 65 is larger than a preset threshold, for example, 2 km/hour. In this step 83, the slip amount S is 2kI11 per hour.
If it is determined that it is larger than TCL? 6, it is determined in S4 whether the rate of change G of the slip Jis is greater than 0.2 g. In this 84 steps, the slip amount change rate G is 0.2
If the TCL 76 determines that the driver's requested drive torque Td is greater than the minimum drive torque required to drive the vehicle 82, for example 4 kgm, in S5, the TCL 76 determines whether or not the driver's requested drive torque Td is greater than the minimum drive torque required to drive the vehicle 82, for example, 4 kgm. Determine whether or not there is a will to run the vehicle. At this step 85, the required drive torque Td is 4 kg.
m, that is, if it is determined that the driver intends to drive the vehicle 82, the slip control flag F is set in S6, and it is determined in S7 whether the slip control flag F6 is set. Judge again. If it is determined in step 87 that the slip control flag F is being set, the target drive torque T of the engine 11 is determined in S8. G is the target drive torque T for slip control calculated in advance using equation (6). 8 is adopted. Further, if it is determined that the slip control flag F has been reset in step S7, the TC is reset in S9.
L76 outputs the maximum torque of the engine 11 as the target drive torque T, and as a result, the ECU 15 lowers the duty ratio of the torque control solenoid valves 51, 56 to 0%, and as a result, the engine 11 is controlled by the driver's accelerator pedal 31. Generates driving torque according to the amount of depression. Note that if it is determined in step S3 that the slip amount S of the front 1i 164, 65 is smaller than 2 km/h, or if it is determined in step S4 that the slip amount change rate G is 0.2
If it is determined that the required drive torque Td is smaller than 4 kgm, or if it is determined in step S5 that the required drive torque Td is smaller than 4 kgm, the process directly proceeds to step S7, and in step S9, the TCL 76 adjusts the target drive torque. Torque T. The maximum torque of the engine 11 is output as S, thereby E
As a result of the CU 15 lowering the duty rate of the torque control solenoid valves 51, 56 to the 0% side, the engine 11 generates a driving torque corresponding to the amount of depression of the accelerator pedal 31 by the driver. On the other hand, in the step S2, the flag F during the slip division
If it is determined that 9 is set, in S10, the target drive is set such that the slip amount S of the front wheels 64.65 is less than the above-mentioned threshold of -2 per hour and the required drive torque Td is 51. Torque T. It is determined whether the state below S continues for 0.5 seconds or more. At this step of 310, the slip amount S is 2 km/h.
and the required drive torque T is smaller than the target drive torque T.
When it is determined that the following condition continues for 0.5 seconds or more, that is, the driver no longer wishes to accelerate the vehicle 82,
At S11, reset the slip barrel narrow/medium flag F.
Move to step 7. In step 310, the slip amount S is 2 km/h.
, or the required drive torque T is the target drive torque T. If the condition below S does not continue for more than 0.5 seconds, that is, the driver desires to accelerate the vehicle 82, the TCL 76 turns on the idle switch 68 in S12, that is, fully closes the throttle valve 20. It is determined whether the state continues for 0.5 seconds or more. If it is determined in step 312 that the idle switch 68 is on, since the driver has not depressed the accelerator pedal 31, the process moves to step Sll and resets the slip control flag F5. Conversely, if it is determined that the idle switch 68 is off, since the driver is depressing the accelerator pedal 31, the S
Move to step 7. Note that when the driver does not operate the manual switch for selecting slip control, the TCL 76 sets the target drive torque T for slip control as described above. After calculating 6, the target drive torque of the engine 11 when turning control is performed is calculated. By the way, the lateral acceleration G7 of the vehicle 82 is the rear wheel speed difference I VR
Although it can actually be calculated using the above equation (5) using L and vRRI, it is possible to predict the value of the lateral acceleration G7 acting on the vehicle 82 by using the steering shaft turning angle δ8. Therefore, it has the advantage of being able to perform quick control. Therefore, when controlling the turning of this vehicle 82, T CL 7
6 calculates the target lateral acceleration G7o of the vehicle 82 from the steering shaft turning angle δ, 1 and the vehicle speed ■ using the above equation (3),
2 is an acceleration in the longitudinal direction of the vehicle body that does not cause extreme understeering, that is, a target longitudinal acceleration Gxo is set based on this target lateral acceleration G9°. Then, the target drive torque T of the engine 11 corresponds to this target longitudinal acceleration Gxo. Calculate 0. As shown in FIG. 26, which shows a calculation block for this turning control, the TCL 76 uses a vehicle speed calculation unit 140 to calculate the vehicle speed V from the outputs of the pair of rear wheel rotation sensors 80 and 81 using the above equation (1), and also calculates the steering angle. Based on the detection signal from the sensor 84, the steering angle δ of the front wheels 64, 65 is calculated from the above equation (2), and the target lateral acceleration calculating section 141 calculates the target aircraft acceleration GVo of the vehicle 82 at this time according to the above (3). Calculated from the formula. In this case, the vehicle speed V is in a small range, for example, 22.51 m/hr.
In the following cases, it is more convenient from a safety standpoint to inhibit turning control than to perform turning control, as this will allow you to obtain sufficient acceleration when turning right or left at an intersection with a large number of pedestrian traffic, for example. In this embodiment, the correction coefficient multiplier 142
The target lateral acceleration GV0 is multiplied by a correction coefficient KY as shown in FIG. 27 in accordance with the vehicle speed V. By the way, the steering shaft neutral position δ. is not learned, the target lateral acceleration GV0 is set as (3) based on the steering angle δ.
) Calculating from the formula has a problem in terms of reliability, so
It is desirable not to start turning control until the steering shaft neutral position δ□ is learned. However, when the vehicle 82 travels on a curved road immediately after starting traveling, the vehicle 82 becomes in a state where it needs to turn RTM+, but since the learning start condition for the steering axis neutral position δ is not easily satisfied, this turning There is a risk that a problem will occur where control will not start. Therefore, in this embodiment, until the steering axis neutral position δ is learned, turning control can be performed using the changeover switch 143 using the corrected lateral acceleration G7P from the filter section 123 based on equation (5). That's what I do. In other words, when both of the two steering angle neutral position learned flags FHN) and FH are reset, the changeover switch 143
When the corrected lateral acceleration GYF is adopted and at least one of the two steering angle neutral position learned flags FNN and F is set, the changeover switch 143 changes the target lateral acceleration GYo from the correction coefficient multiplier 142. selected. Furthermore, the above-mentioned stability factor A is a value determined by the configuration of the suspension system of the vehicle 82, characteristics of the tires, road surface conditions, etc., as is well known. Specifically, the actual lateral acceleration Gv generated in the vehicle 82 during a steady circular turn, and the steering angle ratio δH/δ of the steering shaft 83 at this time. (With reference to the neutral position δ of the steering shaft 83, the turning angle δ of the steering shaft 83 during acceleration is δ4. percentage)
It is expressed as the slope of a tangent line in a graph as shown in FIG. 28, for example. In other words, the lateral acceleration G
In the region where v is small and the vehicle iV is not very high, the stability factor A is almost constant (A = 0.002), but if the lateral acceleration G7 exceeds 0.6g, the stability factor A becomes As a result, the vehicle 82 exhibits an extremely strong understeering tendency. Based on the above, when based on FIG. 28, which corresponds to a dry paved road surface (hereinafter referred to as a high μ road), the stability factor A is set to 0.002, The driving torque of the engine 11 is controlled so that the target lateral acceleration GY0 of the vehicle 82 calculated by equation (3) is less than 0.6 g. Note that in the case of a slippery road surface such as a frozen road (hereinafter referred to as a low μ road), the stability factor A may be set to, for example, around O, OO5. In this case, on a low μ road, the target lateral acceleration G is higher than the actual lateral acceleration GY.
v. Therefore, it is determined whether the target lateral acceleration G7° is larger than a preset threshold value, for example (G,, -2), and the target lateral acceleration GV is determined. is larger than this threshold value, it is determined that the vehicle 82 is traveling on a low μ road, and if necessary, it makes a turn for the low μ road!
Just do 1J@. Specifically, by adding 0.05 g to the corrected lateral acceleration G7 calculated based on the above formula (5), the target lateral acceleration G,
,. Since the target lateral acceleration GYo has a larger value than the actual lateral acceleration GY on a very low μ road, it is determined whether the target lateral acceleration GVO is larger than this threshold value, Target lateral acceleration Gv. is larger than the threshold value, it is determined that the vehicle 82 is traveling on a low μ road. If the target lateral acceleration GVo is calculated in this way,
The target longitudinal acceleration Gxo of the vehicle 82, which is set in advance according to the thickness of the target lateral acceleration GVo and the vehicle speed V, is read out by the target longitudinal acceleration calculation unit 144 from a map as shown in FIG. 29, which is stored in advance in the TCL 76. , the reference drive torque T6 of the engine 11 corresponding to this target longitudinal acceleration Gxo
is calculated by the reference drive torque calculation unit 145 using the following equation (7). However, TLl is the road resistance obtained as a function of the lateral acceleration G7 of the vehicle 82.
-Loacl) torque, and in this example, the third
It is obtained from a map as shown in Figure 0. Here, depending on the steering shaft turning angle δ□ and the vehicle speed ■, the engine 1
Merely determining the target drive torque of 1 does not reflect the driver's intention at all, and there is a risk that the driver may remain dissatisfied with the maneuverability of the vehicle 82. Therefore, the required driving torque L of the engine 11 desired by the driver is determined from the amount of depression of the accelerator pedal 31, and the required driving torque Td is taken into consideration.
It is desirable to set a target drive torque of Therefore, in this embodiment, in order to determine the ratio of adoption of the reference drive torque T8, the multiplier 146 multiplies the reference V dynamic torque T by a weighting coefficient α to obtain a corrected reference drive torque. This weighting coefficient a is set empirically by driving the vehicle 82 around a corner, and on a high μ road, a value of around 0.6 is adopted. On the other hand, based on the engine rotational speed N6 detected by the crank angle sensor 55 and the accelerator opening θ6 detected by the accelerator opening sensor 77, the required driving torque T6 desired by the driver is determined by a map as shown in FIG. Then, in the multiplier 147, the corrected required driving torque corresponding to the weighting coefficient a is calculated by multiplying the required driving l·ruq Td by (1-α). For example, when α is set to 0.6, the ratio of the reference drive torque T6 and the required drive torque T0 is 6:4. In this case as well, the accelerator opening degree θ6 is a value detected by the present invention and corrected at the fully closed position of the t-coaxel opening degree sensor 77. Therefore, the target driving torque T of the engine 11 is determined by the adding unit 148
Calculate by the following formula (8). To. 20・T, +(1−σ)・'rd−+81 By the way, if the increase/decrease in the target drive torque T0° of the engine 11, which is set every 15 milliseconds, is very large, the acceleration/deceleration of the vehicle 82 This causes jerking, which leads to a decrease in ride comfort. Therefore, if the increase or decrease in the target drive torque T of the engine 11 becomes large enough to cause a decrease in the ride comfort of the vehicle 82, this target drive torque T. It is desirable to regulate the increase and decrease of C. Therefore, in this embodiment, the target drive torque T calculated this time by the change amount clipping section 149. C. . The difference oC(n
-11 If the absolute value 1ΔT1 is smaller than the allowable increase/decrease amount TK, the current target drive torque T is calculated. C(r+l is used as is, but the target drive torque T calculated this time is the difference Δ between C3゜ and the target drive torque T calculated last time.
If T is not larger than the negative increase/decrease tolerance 0Cin-11 amount TK, the current target drive torque T0°90. Set the offset by the following formula. T = T - T QC + nl QC (n-11K In other words, the amount of decrease with respect to the previously calculated target drive torque T0゜i, -11 is regulated by the increase/decrease tolerance TK, and the deceleration caused by the reduction in the drive torque of the engine 11 is prevented. Also, the target drive l/lux calculated this time T.C
(If the difference ΔT between l and the previously calculated target drive torque T1 is greater than or equal to the allowable increase/decrease TK, the current target drive torque T.Clnl is set by the following formula. T = T +T QC(nl QCfn-11K In other words, the difference between the target drive l calculated this time and LukT. In this case, the increase OC (low) width with respect to the previously calculated target drive torque T1 is regulated by the increase/decrease tolerance TK to reduce the acceleration shock due to the increase in drive torque of the engine 11. Then, the turning control is started. Alternatively, according to the determination process in the start/end determination unit 150 for determining the end, information regarding this target drive torque T.0 is outputted to the ECU 15ζ. If all the conditions shown in d) are satisfied, it is determined that the turning control has started,
The turning control flag F is set and the torque T is set. The information regarding C is output to the ECU 15, and it is determined that the turning control is completed, and the turning control flag F is set. This process continues until it is reset. (a) Target drive torque T. C is the required driving torque T,
less than the threshold value, for example, 2 kgm. (b) The driver desires turning control by operating a manual switch (not shown). (The C1 idle switch 68 is in the off state. [d) The control system for turning is normal. On the other hand, after the start/end determination unit 150 determines the start of the turning control, if any of the conditions shown in the following tel and (fl are satisfied), it is determined that the turning control has ended, and the turning control is completed. ff1lJ Reset IEI medium flag F, E
Target drive torque T for CU15. Stop sending 0. (el target drive torque T.S is required drive torque T1
That's all. ff) There is an abnormality such as a failure or disconnection in the control system for turning. Here, detection of the fully closed position of the accelerator opening sensor 77 will be explained. As mentioned above, there is naturally a certain proportional relationship between the output voltage of the accelerator opening sensor 77 and the accelerator opening θ6, and when the accelerator opening θ is fully closed, the accelerator opening sensor 77 The accelerator opening sensor 77 is attached to the throttle body 21 so that the output voltage is, for example, 0.6 volts. However, during inspection and maintenance of the vehicle 82, the accelerator opening sensor 77 is removed from the throttle body 21.
However, when reassembling the accelerator opening sensor 77, it is virtually impossible to accurately return it to its original condition. - There is also a possibility that the position of the accelerator opening sensor 77 with respect to the engine body 21 may shift. Therefore, according to the present invention, the fully closed position of the accelerator opening sensor 77 is detected and the learning correction is performed, thereby increasing the reliability of the accelerator opening θ6 calculated based on the detection signal from the accelerator opening sensor 77. is ensured. As shown in FIG. 31, which shows all 1111 learning procedures of the accelerator opening sensor 77, after the idle switch 6g is turned on and the ignition key switch 75 is turned from on to off, the The output of the accelerator opening sensor 77 is monitored, and the lowest value θAl- of the output of the accelerator opening sensor 77 during this period is set as the accelerator opening θ.
This is captured as the fully closed position and stored in a RAM with a backup (not shown) built into the ECU 15, and the accelerator opening θ is calculated based on the lowest value of the output of the accelerator opening sensor 77 until the next learning. to correct. However, if a storage battery (not shown) mounted on the vehicle 82 is removed, the distribution in the RAM will be erased, so in such a case, the learning procedure shown in FIG. 32 is adopted. That is, the TCL76 determines whether the fully closed value θAC of the accelerator opening degree θ6 is stored in the RAM at A1, and the fully closed value θAC of the accelerator opening degree θ is determined in step A1 of this person 1.
If it is determined that AC is not stored in RAM,
Initial value θ at A2. . , should be stored in RAM. On the other hand, if it is determined in this step A1 that the fully closed value θAC of the accelerator opening degree θ6 is stored in the RAM, it is determined in step 83 whether or not the ignition key switch 75 is in the on state. do. If it is determined in step A3 that the ignition key switch 75 has changed from the on state to the off state, a learning timer (not shown) starts counting in step A4. After the learning timer starts, it is determined at A5 whether or not the idle switch 68 is in the on state. If it is determined that the idle switch 68 is in the OFF state in step A5, the AC determines whether the count of the learning timer has reached a set value, for example, 2 seconds, and then the step A5 is activated again. Go back to step. If it is determined in step A5 that the idle switch 68 is in the on state, the output of the accelerator opening sensor 77 is read at a predetermined period in step A7, and the current accelerator opening θ is determined in step A8.
□It is determined whether nl is smaller than the minimum value θAL of the accelerator opening θ6 up to now. Here, if it is determined that the current accelerator opening θA is larger than the minimum value θAL of the previous accelerator opening θ, the minimum value θAL of the previous accelerator opening θ6 is maintained as it is, On the contrary, this time the accelerator opening θ,,. is smaller than the minimum value θAL of the previous accelerator opening θ6, the current accelerator opening θAln1 is determined at A9.
is updated as a new minimum value θ. This operation is repeated in step AC until the count of the learning timer reaches a set value, for example 2 seconds. When the learning timer count reaches the set value, A1
0, it is determined whether the minimum value θAL of the accelerator opening degree θ8 is between a preset clip value, for example, 0.3 volts and 0.9 volts. And this accelerator opening θ
6 l & If it is determined that the small value θAL is within the preset clip value range, the initial value θ□ of the accelerator opening degree θ6 is set at All. , or the fully closed value θ8° is brought closer to the minimum value θAL by a constant value, for example, 0.1 volt, and the fully closed value θAC(.) of the accelerator opening degree θ6 based on this learning. Initial value θ64.) of degree θ6 or fully closed value θ. is larger than its minimum value θAL, set θ = θ -0,1 ^C+nl ^(0) θ = θ -0,1 80 +n+ AC+l+-11,
Conversely, the initial value θ6 of the accelerator opening degree θヮ. o. Alternatively, when the fully closed value θAC is larger than the minimum value θAL, it is set as θ = θ 10.1 ACfnl ^(0) or θ = θ 10.1 AC(0) ^C1n-12. The minimum value θA of the accelerator opening θ in the AIO step
If it is determined that L is outside the preset clip value range, the clip value that is outside is replaced in A12 as the minimum value θAL of the accelerator opening θヮ, and the process proceeds to step All. Then, the fully closed value θ6° of the accelerator opening θ8 is learned and corrected. And this fully closed value θ. . The accelerator opening degree θ is determined using . Correct. In this way, by setting the upper and lower limits for the minimum value θAL of the accelerator opening θ, there is no risk of erroneous learning even if the accelerator opening sensor 77 is out of order. By setting the learning correction amount to a constant value, erroneous learning will not be performed even in response to disturbances such as noise. In the embodiment described above, the learning start timing of the fully closed value θAC of the accelerator opening sensor 77 is determined by the ignition key switch 7.
5 was used as the reference point when it changed from the on state to the off state, but if it turns out that there is no intention to drive and the engine is in the idling state, the fully closed value can be detected and further learning correction can be made. . Therefore, using a seating sensor (not shown) built into the seat, it is possible to detect that the driver has left the seat even when the ignition key switch 75 is on, using changes in the pressure and positional displacement of the seat caused by the seating sensor. The learning process after step A4 may be started. Further, the accelerator opening sensor 77 is activated when it is detected that the door lock device (not shown) has been operated from the outside of the vehicle 82, or when the key entry system detects that the door lock device has been operated. Fully closed value θ
It is also possible to start learning Ac. In addition, the position of the shift lever (not shown) of the hydraulic automatic transmission 13 is the neutral position or the parking position (in the case of a vehicle equipped with a manual transmission, the neutral position).
The learning process may be performed when the manual brake is operated and the air conditioner is off, that is, not in the idle-up state. The vehicle 82 is provided with a manual switch (not shown) for the driver to select turning control, and when the driver selects turning control by operating this manual switch, the turning control described below is performed. It is designed to perform operations. Target drive torque T for this turning control. As shown in FIG. 33, which shows the control flow for determining 0, the target drive!・Luc T. C is calculated, but the operation of B is performed independently of the operation of the manual switch. Next, at C2, determine whether the vehicle 82 is under turning control.
That is, it is determined whether the turning control flag FC is set. Initially, since turning control is not in progress, it is determined that the turning control flag F is in the reset state, and it is determined whether C3 is equal to or less than (T, -2), for example. In other words, vehicle 8
The target drive torque is T even in the straight-ahead state of 2. 0 can be calculated, but the value is usually larger than the driver's required drive torque Td. However, since this required driving torque T, generally decreases when the vehicle 82 turns,
Target 1liI dynamic torque T. . It is determined that the start condition for turning control is when the vehicle has reached a threshold value (T, -2). Note that this threshold value is set to (T, -2) as a bisteresis to prevent control hunting. Target drive torque T at step C3. 0 is 11m (T
-2) If it is determined that it is below, the TCL 76 determines in C4 whether the idle switch 68 is in the off state. If it is determined in step C4 that the idle switch 68 is off, that is, the accelerator pedal 31 is depressed by the driver, the turning control flag F is determined in step C5.
is set. Next, at C6, it is determined whether at least one of the two steering angle neutral position learned flags FHN and FH is set, that is, the authenticity of the steering angle δ detected by the steering angle sensor 84. . At step C6, two steering angle neutral position learned flags F
If it is determined that at least one of HN' FM is set, it is again determined at C7 whether or not the turning control flag FC is set. In the second procedure, the turning #correction flag F is set in step C5. is set, it is determined that the turning control flag F is set in step C7, and step C8
The target drive of equation (8) previously calculated in )・Lux T. 0
shall be adopted as the target drive torque T0° for turning control. On the other hand, in step C6, it is determined that neither the steering angle neutral position learned flags FHN nor FH are set, and in this case also, the turning control flag F is set in step C17. It is determined again whether or not is set. This C17
If it is determined that the turning control flag FC is set in step C8, the process moves to step C8.
Since the rudder angle δ calculated using equation (2) has no credibility, (
5) Using the corrected lateral acceleration GVF based on the equation (8), the target drive torque T is determined. C is the target drive for turning control) ・Luku T. , be adopted as. If it is determined in steps C1 and C7 that the turning control flag FC is not set, the target drive torque T calculated using equation (8). 0 is not adopted, TCL76
is target driven)・LukuT. C, the maximum torque of the engine 11 is output at 09, and as a result, the ECU 15 lowers the duty ratio of the torque opening solenoid valves 51, 56 to 0%, and as a result, the engine 11 is activated when the driver depresses the accelerator pedal 31. Generates driving torque according to the amount. If it is determined in step C3 that the target drive torque T0° is not below the threshold value (Td-2), the process moves from step C6 or C7 to step 09 without moving to turning control, and the TCL76 adjusts the target drive. Torque T. C, the maximum torque of the engine 11 is output, and as a result, the ECU 15 lowers the duty ratio of the torque control solenoid valves 51 and 56 to the 0% side, and as a result, the engine 11 responds to the amount of depression of the accelerator pedal 31 by the driver. Generates driving torque. Similarly, even if it is determined in step C4 that the idle switch 68 is in the ON state, that is, the accelerator pedal 31 is not depressed by the driver, the TCL 76 outputs the maximum torque of the engine 11 as the target drive torque Toc, This causes the ECU 15 to control the torque control solenoid valve 51.5.
As a result of reducing the duty rate of engine 6 to the 0% side, engine 11
In response to the depression of the accelerator pedal 31 by the driver, a driving torque is generated and the turning control is not performed. If it is determined in step C2 that the turning control flag FC is set, the target drive torque T calculated this time by the CIO. C. . and the previously calculated target drive torque T1: the difference QC(n
-1 Determine whether ΔT is larger than a preset allowable increase/decrease amount TV. This allowable increase/decrease amount TK is a torque change amount that does not cause the occupant to feel acceleration/deceleration shock of the vehicle 82, and for example, the target longitudinal acceleration Gxo of the vehicle 82 is changed by 0.1 per second.
If you want to keep it to g, use equation (7) above. Target drive torque T calculated this time in step C10. 0. If it is determined that the difference ΔT between the previously calculated target drive torque T1 is not larger than the preset increase/decrease tolerance T1, the second drive torque T is determined at C11.
. Cinl and the target drive torque T calculated last time. . ,. −
1) is larger than the negative increase/decrease allowable amount T3. Target drive torque T calculated this time in step C1l. C9°, the target drive torque T calculated last time. 0-1)
If it is determined that the difference △T is larger than the negative increase/decrease allowable amount TK, the target drive torque T calculated this time. Since the absolute value 1ΔT1 of the difference between C(nl and the previously calculated target drive torque T.C(,, -11) is smaller than the increase/decrease tolerance T, the current target drive torque T.C Adopt as is. Also, in step C11, the difference ΔT between the currently calculated target driving torque T.C(nl and the previously calculated target WiJA dynamic torque T.Cal+-11 is not larger than the negative increase/decrease allowance TK. If it is determined that The width is regulated by the allowable increase/decrease amount TK to reduce the deceleration shock caused by the reduction in the drive torque of the engine 11. On the other hand, the target drive torque T calculated this time in step C10 and the target drive l calculated last time are・Luc T
If it is determined that the difference ΔT from 1 is equal to or greater than the allowable increase/decrease amount Oe+n-1 TK, the current target drive torque T is determined at C13. 0 is set using the following formula. T = T 10T QClnl QCfn-11K In other words, in the case of increase in drive torque, the target drive torque T calculated this time is the same as in the case of decrease in drive torque described above. The difference ΔT between C(,,l and the previously calculated target drive torque T0°,.-1,
is the allowable increase/decrease iT. If it exceeds the previously calculated target drive torque T. 0. . -1, is regulated by the allowable increase/decrease amount TK, thereby reducing the acceleration shock caused by the increase in the drive torque of the engine 11. When the target drive torque T is set as described above,
TCL76 has this target drive torque T at C14. It is determined whether C is larger than the driver's requested driving torque Td. Here, the turning control flag F is set. is set, the target drive torque T. C is the driver's required driving torque Td
Since it is not larger than the idle switch 6 at C15.
8 is in the on state. If it is determined in step C15 that the idle switch 68 is not in the on state, this means that turning control is required, so the process moves to step C6. Further, the target drive torque T is set in step C14. If it is determined that 0 is larger than the driver's requested drive torque Td, this means that the turning movement of the vehicle 82 has ended, so the TCL 76 sets the turning control flag F at C16. Reset. Similarly, if it is determined that the idle switch 68 is in the on state at step C15, it means that the accelerator pedal 31 is not depressed.
The process moves to step , and the turning control flag F0 is reset. When the turning control flag FC is reset at C16, the TCL 76 outputs the maximum torque of the engine 11 as the target drive torque T at C9, and the ECU 15 sets the duty ratio of the torque control solenoid valves 51 and 56. As a result, the engine 11 generates a driving torque corresponding to the amount of depression of the accelerator pedal 31 by the driver. Note that even when the driver's requested driving torque Td is taken into account as in this embodiment, the weighting coefficient a is not set to a fixed value, but the value of the coefficient a is gradually decreased as time passes after the start of control. Alternatively, the ratio of the driver's requested drive torque Td may be gradually increased by gradually decreasing the torque Td according to the vehicle speed (2). Similarly, the value of the coefficient a may be kept constant for a while after the start of control, and then gradually decreased after a predetermined period of time has elapsed, or the value of the coefficient a may be increased as the amount of rotation of the steering shaft δ increases. It is also possible to make the vehicle 82 run safely, especially on a turning path where the radius of curvature gradually becomes smaller. In the embodiment described above, the target drive torque for high μ roads is calculated, but the target drive torques for turning control corresponding to these high μ roads and low μ roads are calculated respectively, and these target drive torques are calculated for high μ roads and low μ roads. The final target drive torque may be selected from the torques. In addition, in the arithmetic processing method described above, in order to prevent acceleration/deceleration fluctuations due to sudden fluctuations in the driving torque of the engine 11, the target driving torque T is set. When calculating 0, the target drive torque T of B is determined by the allowable increase/decrease amount TK. We are trying to regulate C, but this regulation is based on the target longitudinal acceleration Gxo
It may also be done for. Target drive torque T for this turning control. After calculating 0, TCL76 calculates these two target drive torques T. ,,
Optimal final target drive torque T from Too. and output it to EC[J 15. In this case, considering the running safety of the vehicle 82, the target drive torque with the smaller numerical value is output with priority. However, in general, the target drive torque T for slip control. S is IDIX dynamic torque T for turning control. Since it is always smaller than C, the final 4ji4 drive torque T is used for slip control and turning control in that order. All you have to do is choose. As shown in FIG. 34 showing the flow of this process, Ml,1
Target drive torque T for the slip subsection. , and target drive torque T for turning control. After calculating C, it is determined in Ml2 whether or not the slip control flag F is set, and if it is determined that the slip control flag F is set, the final target drive torque To is The target drive torque T for slip control is selected by Ml3 and outputted to the ECLI 15. On the other hand, if it is determined in step M1.2 that the slip control flag F8 is not set, Ml
Turning control flag F at 4. It is determined whether or not the turning control flag F is set. If it is determined that is set, the final target drive torque T. Target drive torque T for closing and turning control
. C is selected by M15 and outputted to ECU15. Also, in step M14, the turning control flag F is set. If it is determined that TCL? is not set, TCL? 6 is M
16, the maximum torque of the engine 11 is set to the final target drive torque T.
It is output to the ECU 15 as While the final target drive torque T is selected as described above, even if the throttle valve 20 is fully closed via the actuator 41, the output of the engine 11 cannot be reduced in time during a sudden start or when the road surface condition is normal. When there is a sudden change from a dry road to an icy road, the T CL 76 sets a retard ratio of the ignition timing P to the basic retard amount pel, which is set by the ECU 15, and outputs this to the ECU 15. The basic retardation amount p is the maximum retardation value that does not interfere with the operation of the engine 11, and is set based on the intake air amount of the engine 11 and the engine speed N. In addition, in this embodiment, the retardation ratio is a 0 level where the basic retardation amount p8 is O, and a level (2) where the basic retardation amount p is compressed to two-thirds.
Four levels are set: ■ level, which outputs the basic retard amount p6 as is, and ■ level, which outputs the basic retard amount p8 as is and fully closes the throttle valve 20, and basically changes the slip jlts. The retard ratio is selected such that as the ratio G increases, the retard amount becomes larger. As shown in FIG. 35, which shows the procedure for reading out this retard ratio, the TCL 76 first sets the ignition timing control flag F at Pl.
P is reset, and it is determined at P2 whether the slip #control flag F is set. If it is determined that the slip control flag F is set in step P2, the ignition timing control flag FP is set in P3, and it is determined in P4 whether the slip amount S is less than Ok+m/hour. . If it is determined in step P2 that the slip control flag F9 is not set, the process proceeds to step P4. If it is determined in step P4 that the slip amount S is less than Ok+a per hour, that is, there is no problem even if the driving torque of the engine 11 is increased, the retardation ratio is set to O level in P5, and this is output to the ECU 15. do. Conversely, if it is determined in step 24 that the slip amount S is equal to or greater than Okm/hour, the slip amount change rate G is set to 2.5 in P6.
If it is determined in step P6 that the slip amount change rate G is 2.5 g or less, it is determined in Pl whether the retardation ratio is at level I or not. Determine whether Also, in step P6, the slip amount change rate G is 2.
．． 1. If it exceeds 5g, that is, if it is determined that the front wheel 64.65 is suddenly slipping. :f, it is determined in P8 whether the final target drive torque T is less than 4 kgm, and this final target drive torque T is determined. is less than 4 kgm, that is, if it is determined that the driving torque of the engine 11 needs to be sharply suppressed, the retardation ratio is set to I level 2 in P9, and the process proceeds to step P7. Conversely, the final target drive torque T is determined in step P8. If it is determined that the weight is 4 kgm or more, the process directly proceeds to step P1. If it is determined that the retardation ratio is at the I level at this Pl step, the slip amount change rate G is Og at PIO.
Determine whether or not it exceeds. Here, if it is determined that the slip amount change rate G exceeds Og, that is, the slip amount S tends to increase, the ignition timing control flag Fp is set in Pll, but whether However, if it is determined in step Plo that the slip amount change rate G is less than 0 g, that is, that the slip amount S is on a decreasing trend, the slip amount S is decreased to 8/hour in Pl2. +
It is determined whether the value exceeds i. At this step of PI3, the slip amount S is 81aa per hour.
If it is determined that the slip amount S exceeds 8 km/h, the process moves to the above pH step, and conversely, if it is determined that the slip amount S is 8 km/h or less, the retardation ratio is changed from the I level to the ■ level using the PI3. , change rate of slip amount G at PI3,
is 0.5g or less. Similarly, if it is determined in step P7 that the retardation ratio is not at the summer level, the process proceeds to step PI3. At step B-14, the slip amount change rate G is 0.
．． 5g or less, that is, if it is determined that the change in the slip amount S is not too rapid, the retardation ratio is determined by PI3.
Determine whether the level is met. Further, if it is determined in step P i 4 that the slip amount change rate G is not less than 0.5 g, the retardation ratio is set to the ■ level in PI 3, and the process moves to step PI 3. If the PI3 step determines that the retardation ratio is at level ■, the PI3 determines whether the slip amount change rate G exceeds Og, and conversely, the retardation ratio is H.
If it is determined that the slip amount is not at the same level, it is determined in PI3 whether the slip amount change rate G is 0.3 g or less. If it is determined in step P16 that the slip amount change rate G does not exceed Og, that is, that the slip amount S is on a decreasing trend, the slip amount S is changed to 8/hour in PI3.
It is determined whether or not the value exceeds -. And the PI of
If it is determined in step 3 that the slip amount S is 8 km/h or less, the retardation ratio is switched from level ■ to level I in PI3, and the process proceeds to step P17. Also, in step P16, the slip amount change rate G
is 0 g or more, that is, when it is determined that the slip Jls is on an increasing trend, and when it is determined that the slip amount S exceeds -8 per hour in step PI3, that is, the slip amount S is large. , respectively, proceed to the pH step. In step P17, the slip amount change rate G is 0.
If it is determined that the slip Jis is 3 g or less, that is, there is almost no increasing tendency in the slip Jis, it is determined at P2O whether the retardation ratio is equal to or not. On the other hand, if it is determined in step PI3 that the slip amount change rate G exceeds 0.3g, that is, that the slip amount S is increasing to some extent, the retardation ratio is changed in step P21. Set to level. If it is determined at P2O that the retardation ratio is at level I, it is determined at P22 whether the slip amount change rate G exceeds Og, and if this is less than 0g, that is, the slip amount If it is determined that S is on a decreasing trend,
At P23, it is determined whether the slip amount S is less than 5 k+++/hour. If it is determined in step P23 that the slip amount S is less than 5 km/h, that is, that the front wheels 64.65 are hardly slipping, the retardation ratio is set to 0 level in P24, and this is set by the ECU. Output to 15. In addition, if it is determined that the retardation ratio is not Lebel in step P2O, or if the slip amount change rate G exceeds Og in step P22, that is, slip JLs
If it is determined that the amount of slip IS is on an increasing trend, or if it is determined that the slip amount S is 5 kn+/hour or more in step P23, that is, if it is determined that the slip IS is relatively large, the process moves to the step of pH. On the other hand, at this pH step, the ignition timing control flag F
If it is determined that p is set, it is determined in P25 whether the final target drive torque T is less than 10 kgm. In addition, if it is determined that the ignition timing control flag Fp is not set at the pH step, P2
In step 6, the retard @ minute is set to O level, and then the process moves to step P25. Then, at P25, the final target drive torque T0 is 10
kgm or more, that is, if it is determined that the engine 11 is generating a somewhat large driving force, it is determined in P27 whether or not the retardation ratio is at the ■ level, and this retardation ratio is determined as ■. If it is determined that the retard angle is at the level, the retard ratio is reduced to level at P28, and this is output to the EC1J15. In step P25, the final target drive torque T0 is set to 1.
If it is determined that it is less than 0 kgm, or if it is determined in step P27 that the retardation ratio is not at level ■, it is determined in P2O whether or not the hydraulic automatic transmission 13 is changing gears. If it is determined that the hydraulic automatic shift 913 is shifting, it is determined at P2O whether the retardation ratio is at level ■, and at step P2O, the retardation ratio is at the level. If it is determined that there is, the retardation ratio is reduced to the ■ level in P31, and this is output to the ECU 15. In addition, if it is determined in the P2O step that the hydraulic automatic transmission 13 is not in gear shifting, or if it is determined in the P2O step that the retardation ratio is not at the I level, the transmission is first performed in P32. The set retardation ratio is directly output to the ECU 15. For example, if the retardation ratio of level ■ is set in step P9, the slip amount change rate G exceeds Og and the slip amount S exceeds 8 km/h, that is, the increase rate of the slip amount S. is sudden, the final target drive torque T0 is less than 10 kgm, and the ignition timing is retarded t! If it is determined that it is difficult to sufficiently suppress the slip of the front wheels 64.65, the retardation ratio of the We are trying to efficiently suppress the occurrence of this in its early stages. The ECU 15 calculates the ignition timing P and the basic retardation amount p from a map (not shown) regarding the ignition timing P and the basic retardation amount p, which are set in advance based on the engine speed N1 and the intake air amount of the engine 11. , is read out based on the detection signal from the crank angle sensor 62 and the detection signal from the airflow sensor 70, and is corrected based on the retardation ratio sent from the TCL 76 to obtain the target retardation amount p. I am trying to calculate. In this case, the target retardation amount p is set in accordance with the upper limit temperature of the exhaust gas that does not damage the exhaust gas purification catalyst (not shown). An upper limit value is set, and the temperature of this exhaust gas is detected by a detection signal from the exhaust gas exhaust gas sensor 74. Note that if the cooling water temperature of the engine 11 detected by the water temperature sensor 71 is lower than a preset value, retarding the ignition timing P may induce knocking or stalling of the engine 11. The retarding operation of the ignition timing P shown below will be canceled. Target retard amount p in retard control with. As shown in FIG. 36, which shows the calculation procedure, first, the ECU 15 Ql determines whether the above-mentioned slip cylinder narrow medium flag F6 is set, and this slip control flag F is set. If it is determined that, in Q2, it is determined whether the retardation ratio is set to the ■ level. If it is determined that the retardation ratio is at the ■ level in step Q2, the basic retardation amount pa read from the map in Q3 is used as the target retardation amount p0, and the ignition timing P is adjusted. Target retard Rpot! delay. Furthermore, the final target drive torque T. In Q4, the duty ratio of the torque control solenoid valves 51 and 56 is set to 100% so that the throttle valve 20 is fully closed regardless of the value of , and the throttle valve 20 is forced to be fully closed. do. If it is determined in step Q2 that the retardation ratio is not at the I level, it is determined in Q5 whether the retardation ratio is set at the ■ level. If it is determined in this step Q5 that the retardation ratio is at the ■ level, the target retardation amount p is determined in Q6 as in the step Q3. The basic retard amount p6 read from the map is directly used as the target retard amount p0, and the ignition timing P is set to the target retard amount p. only to be delayed. Furthermore, at Q7, the ECU 15 sets the target drive torque T. Solenoid valve for torque control according to the value of 8 51.56
The duty rate is set in Q7, and the driving torque of the engine 11 is reduced regardless of the amount of depression of the accelerator pedal 31 by the driver. Here, the ECU 15 stores a map for determining the throttle opening θa using the engine speed N5 and the driving torque of the engine 11 as parameters, and the ECU 15 uses this map to calculate the current engine speed N and Target throttle opening θ corresponding to this target drive torque T08. Read out. Next, ECU1B is B's target throttle opening θ□. and the actual throttle opening θ1 output from the throttle opening sensor 67, and set the duty ratio of the pair of torque control solenoid valves 51.5 (i) to a value commensurate with the deviation to perform each torque control. Current is applied to the solenoids of the plungers 52 and 57 of the solenoid valves 51 and 56, and the actuator 4
1, the actual throttle opening θ1 is controlled to decrease to the target throttle opening θTo. Note that the target drive torque T. , if the maximum torque of tavXll is output to the ECU 15, then the ECU 15
sets the duty rate of the torque control solenoid valves 51 and 56 to 0%.
to cause the engine 11 to generate a driving torque corresponding to the amount of depression of the accelerator pedal 31 by the driver. If it is determined in step Q5 that the retardation ratio is not at the ■ level, it is determined in Q8 whether or not the retardation ratio is set to level. If it is determined in step Q8 that the retardation ratio is set to Lebel,
The target retard angle 1apo is set as shown in the formula below, the ignition timing P is retarded by the target retard amount p, and the process further proceeds to step Q7. If it is determined in step QIO that the retardation ratio is not at I level, it is determined in QIO whether the target retardation amount p0 is 0, and if it is determined that this is 0, step Q7 is performed. The duty rate of the torque control solenoid valve 51.56 is set according to the value of the target drive torque T.6 without retarding the ignition timing P, and the amount of depression of the accelerator pedal 31 by the driver is determined. Regardless, institution 1
Reduce the driving torque of 1. If it is determined in the QIO step that the target retardation amount p0 is not 0, the target retardation amount p0 is ramped up every sampling period Δ of the main timer in Qll.
After l1m is subtracted, for example, by one degree, until p0=0, to reduce the shock caused by fluctuations in the driving torque of the engine 11, the process moves to step Q7. In addition, in step Q1, the slip side middle flag F
If it is determined that engine 9 has been reset, engine 11
Normal driving control that does not reduce the drive torque of Q
In step 12, p=Q so that the ignition timing P is not retarded, and in Q13
The duty rate of the torque control solenoid valves 51 and 56 is set to 0.
%, the engine 11 generates a driving torque corresponding to the driver's depression of the accelerator pedal 3. <Effects of the Invention> According to the present invention, the fully open position of the accelerator opening sensor can be detected, so even if the accelerator opening sensor is not assembled completely accurately, correction can be made based on the fully open position. This has the great effect of making it possible to obtain an accurate accelerator opening degree, and furthermore, making it possible to accurately calculate the required drive torque from the accelerator opening degree and the engine rotational speed.

[Brief explanation of drawings]

Fig. 1 is a conceptual diagram of an embodiment in which the vehicle output control device according to the present invention is applied to a front-wheel drive type xI-vehicle incorporating a hydraulic automatic transmission with four forward speeds and one reverse speed. A schematic configuration diagram, FIG. 3 is a sectional view showing the drive mechanism of the throttle valve, FIG. 4 is a flowchart showing the overall flow of control, and FIG. 5 is a flowchart showing the flow of neutral position learning correction of the steering shaft. Fig. 6 is a map showing the relationship between vehicle speed and variable threshold value, Fig. 7 is a graph showing an example of the correction amount when the neutral position of the steering shaft is corrected by learning, and Fig. 8 is a graph showing the correction amount when the neutral position of the steering shaft is corrected by learning. A block diagram showing the calculation procedure, Fig. 9 is a map showing the relationship between vehicle speed and correction coefficient, Fig. 10 is a map showing the relationship between vehicle speed and running resistance, and Fig. 11 is a map showing the relationship between steering shaft turning amount and correction torque. Map representing relationships, 12th
The figure shows a map that regulates the lower limit of the target drive torque immediately after the start of slip control, and Figure 13 shows the interface between the tires and the road surface.
A graph showing the relationship between the iI friction coefficient and the slip rate of this tire. Figure 14 is a map showing the relationship between the target lateral acceleration and the speed correction amount due to acceleration. Figure 15 is a map showing the relationship between the target lateral acceleration and the speed correction amount due to turning. Fig. 16 is a circuit diagram for detecting an abnormality in the steering angle sensor, Fig. 17 is a flowchart showing the flow of abnormality detection processing for the steering angle sensor 84, and Fig. 18 is a diagram showing the relationship between vehicle speed and correction. Fig. 19 is a flowchart showing the flow of the lateral acceleration selection procedure, Fig. 20 is a map showing the relationship between slip amount and proportionality coefficient, Fig. 21 is the lower limit of vehicle speed and integral correction torque. Figure 22 is a graph showing the increase/decrease range of integral correction torque, and Figure 23 is a map showing the relationship between each gear of a hydraulic automatic transmission and the correction coefficient corresponding to each correction torque. , Fig. 24 is a map showing the relationship between engine speed, required drive torque, and accelerator opening, Fig. 25 is a flowchart showing the flow of slip control, and Fig. 26 is a procedure for calculating the target drive torque for turning control. Fig. 27 is a block diagram showing the relationship between vehicle speed and correction coefficient, Fig. 28 is a map showing the relationship between vehicle speed and correction coefficient.
Figure 29 is a graph showing the relationship between lateral acceleration and steering angle ratio to explain the stability factor; Figure 29 is a map showing the relationship between target lateral acceleration, target longitudinal acceleration, and vehicle speed;
Figure 0 is a map showing the relationship between lateral acceleration and load torque, Figure 31 is a graph showing an example of the procedure for learning and correcting the fully open position of the accelerator opening sensor, and Figure 32 is the fully closed position of the accelerator opening sensor. Fig. 33 is a flowchart showing the flow of turning control, Fig. 34 is a flowchart showing the flow of final target torque selection operation, and Fig. 35 is a flowchart showing the flow of selection of final target torque. FIG. 36 is a flowchart showing the procedure for controlling the output of the engine. Also, in the figure, 11 is the engine, 13 is the hydraulic automatic transmission, 15 is the ECU, 16 is the hydraulic control system [, 20 is the throttle valve, 23 is the accelerator lever 24 is the throttle lever 3
1 is an accelerator pedal, 32 is a cable, 34 is a claw part, 3
5 is a stopper, 41 is an actuator, 43 is a control rod,
47 is a connecting pipe, 48 is a vacuum tank, 49 is a check valve, 50, 55 are pipes, 51° 56 is a solenoid valve for torque control, 60 is a solenoid valve, 61 (spark plug, 62 is a crank angle sensor, 64 .65 is a front wheel, 66 is a front wheel rotation sensor, 67 is a throttle opening sensor, 68 is an idle switch, 70 is an air flow sensor, 71 is a water humidity sensor, 7
4 is the exhaust temperature sensor, 75 is the ignition key switch, 76 is the TCL, 77 is the accelerator opening sensor, 78,7
9 is the rear wheel, 80° 81 is the rear wheel rotation sensor, 82 is the vehicle,
831. 84 is a steering shaft, 84 is a steering angle sensor, 85 is a steering handle, 86 is a steering shaft reference position sensor, 87 is a communication cable, 104, 105, 117, 1351 is a multiplication unit;
06, 131 is a differential operation section, 107° 110 is a clip section, 108, 123 is a filter section, 109 is a torque conversion section, 111 is a running resistance calculation section, 112, 114, 119
is an addition section, 113 is a cornering drag correction amount calculation section, 115 is a variable clip section, 116, 121, 124 are subtraction sections, 118 is an acceleration correction section, 120 is a turning correction section,
122 is a lateral acceleration calculation unit, A is a stability factor, b is a tread, F is an ignition timing control flag, F8
ba slip control pure medium flag, ri actual front wheel acceleration, GKc,
GKP is front wheel acceleration correction amount, G is slip cover change rate, G
is the corrected longitudinal acceleration, Gxo is the target longitudinal acceleration, G...
o is the target lateral acceleration, g is the gravitational acceleration, N is the engine speed, P is the ignition timing, p is the basic retardation amount, po is the target retardation amount, r is the wheel effective radius, So is the target slip rate, S is the slip amount, T8 is the standard drive torque, Tc is the cornering drag correction torque, To is the differential correction torque, Td is the required drive torque, T is the integral correction torque, To is the final target drive torque, Too is the turning control target Driving torque, To,
is the target drive torque for slip control, TP is the proportional correction torque, TPlo is the final correction torque, T8 is the running resistance, Δt
is the sampling link period, -Vlf vehicle speed, V, 1. is the actual front wheel speed, V, 0. V. is the target front wheel speed, VK, vKo is the slip correction amount, ■8L
is left rear wheel speed, Vl, l, q are right rear wheel speed, V6 is vehicle speed for slip control, W is vehicle weight, δ is front wheel steering angle, δ8
is the turning angle of the steering shaft, ρ is the operating gear reduction ratio, ρ□ is the integral correction coefficient, ρ is the proportional correction coefficient, ρ6 is the gear ratio of the hydraulic automatic transmission, and ρ is the torque converter ratio. Figure Figure Figure Figure Vehicle Speed (Km/h) Figure 1-IItFJ- Figure U Vehicle Speed V (Km/h) Figure Vehicle Speed (Km/h) Figure Steering Axle Leg l1DA & (1) Figure Event Start Progress Time (seconds) Slip rate of tires S (Target target lateral acceleration Gyo) (g) Vehicle speed V (Km/h) Slip amount S (Km/h) Vehicle speed V (Km/h) (Km/h) Figure Figure Figure Figure Figure Item Acceleration Gy (g) I Figure Vehicle Speed V (Km/h) Figure Figure Procedure Amendment Sheisei 15th

Claims (1)

[Claims] An ignition key switch, an idle switch, a timer that starts counting a certain amount of time when the ignition key switch changes from on to off, and a timer that starts counting a certain amount of time while the idle switch is on and the timer is counting a certain amount of time. 1. A fully closed accelerator position detecting device for a vehicle, comprising means for detecting the minimum value of the output of the accelerator opening sensor and using this minimum value as the fully closed value of the accelerator opening sensor.