JPH0681685A - Vehicle output control device - Google Patents

Abstract

(57) [Summary] [Purpose] If the driver depresses the accelerator pedal and desires a sudden acceleration of the vehicle while driving on a road surface that is safe even if sudden start acceleration is performed, the acceleration of the vehicle is suddenly impaired. An output control device capable of preventing such a problem is provided. [Structure] Torque reduction that reduces the drive torque of the vehicle independently of the operation by the driver so that the drive torque of the vehicle becomes a target drive torque set based on the traveling speed of the vehicle and the peripheral speed of the drive wheels. In an output control device having an electronic control unit for controlling the operation of the means, the vehicle is based on a detection signal from a starting state detecting means for detecting the starting state of the vehicle and a road surface μ estimating means for estimating the magnitude of the friction coefficient of the road surface. The target drive torque is set to be relatively large when it is estimated that the friction coefficient of the road surface is large in the start state.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle output control device for forcibly suppressing drive torque according to a slip state of drive wheels.

[0002]

2. Description of the Related Art It is extremely important to ensure the maneuverability of a vehicle when driving on a frozen road with a low coefficient of friction, on a muddy ground, or when accelerating the vehicle, to prevent excessive slippage of drive wheels. This is also effective from the viewpoint of suppressing energy loss.

Therefore, when the idling state of the drive wheels is detected and a large slip amount of the drive wheels occurs, the output of the engine is forcibly reduced regardless of the depression amount of the accelerator pedal by the driver. An output control device according to the above is proposed in Japanese Patent Laid-Open No. 1-269653.

The output control device disclosed in Japanese Unexamined Patent Publication No. 1-296553 calculates the traveling speed of the vehicle (hereinafter, referred to as vehicle speed) based on the peripheral speed of the driven wheels and also based on this vehicle speed. Calculate the target driving wheel peripheral speed,
The difference between the target peripheral speed of the drive wheels and the actual peripheral speed of the drive wheels is calculated as the slip amount deviation of the drive wheels.If this slip amount deviation is large, the amount of depression of the accelerator pedal by the driver is Regardless of this, the opening of the throttle valve is forcibly suppressed according to the slip amount deviation of the drive wheels.

There is a time lag between the forced reduction of the throttle valve opening and the actual reduction of the drive torque of the drive wheels.
In the output control device of Japanese Patent No. 53, the drive wheels are temporarily braked at the same time as the operation of reducing the opening of the throttle valve, and the slip amount of the drive wheels is mechanically suppressed.

[0006]

The sudden acceleration of a vehicle on a road surface having a high coefficient of friction such as a concrete road in a dry state does not cause a dangerous condition such as deterioration of the controllability of the vehicle. Since there is almost no output control device, it is not necessary to operate the output control device, and it is rather desirable that the driving feeling corresponding to the operation of the driver be obtained.

However, the above-mentioned JP-A-1-26965.
In the case of the output control device disclosed in Japanese Patent Laid-Open No. 3 or the like, when the driver strongly depresses the accelerator pedal in order to suddenly accelerate the vehicle, the driving wheels suddenly slip and the output control device operates. Although the driver depresses the accelerator pedal and desires rapid acceleration of the vehicle, the acceleration of the vehicle is suddenly impaired. In a vehicle equipped with a so-called manual transmission in which a friction clutch is interposed between the engine and the transmission, such a problem is particularly noticeable when the friction clutch is suddenly connected while the accelerator pedal is strongly depressed. .

[0008]

An object of the present invention is to suddenly impair the accelerating ability of a vehicle when the driver depresses the accelerator pedal and desires a sudden acceleration of the vehicle while traveling on a road surface that is safe even if the vehicle is suddenly accelerated. An object of the present invention is to provide an output control device capable of preventing such a problem.

[0009]

A vehicle output control device according to the present invention includes a torque reducing means for reducing a drive torque of a vehicle independently of an operation by a driver, and a vehicle speed control system for the vehicle based on a traveling speed of the vehicle. Reference drive torque setting means for setting a reference drive torque, and target drive for setting a target drive torque of the vehicle based on the peripheral speed of the drive wheels from the reference drive torque set by the reference drive torque setting means. In an output control device having a torque setting means and an electronic control unit for controlling the operation of the torque reducing means so that the drive torque of the vehicle becomes the target drive torque set by the target drive torque setting means,
The vehicle has a starting state detecting means for detecting the starting state of the vehicle and a road surface μ estimating means for estimating the magnitude of the friction coefficient of the road surface, and the target drive torque setting means is provided from the starting detecting means and the road surface μ estimating means. The target drive torque is set to a large value when it is estimated that the friction coefficient of the road surface is large when the vehicle is in the start state based on the detection signal.

As the torque reducing means for reducing the driving torque of the vehicle, in addition to the structure for restricting the opening of the throttle valve and the structure for forcibly braking the driving wheels, the ignition timing is delayed or the fuel supply amount is reduced. In addition to the configuration for stopping the fuel supply, the configuration for lowering the compression ratio of the engine or the like can be used together.

[0011]

The reference torque setting means sets a drive torque as a reference of the vehicle based on the traveling speed of the vehicle, and the target drive torque setting means sets the drive wheels based on the reference drive torque set by the reference drive torque setting means. A target drive torque of the vehicle is set based on the peripheral speed, and this is output to the electronic control unit.

When the target drive torque of the vehicle is output from the target drive torque setting means to the electronic control unit, the electronic control unit controls the operation of the torque reducing means so that the drive torque of the vehicle becomes the target drive torque. , The drive torque of the vehicle is reduced as necessary regardless of the operation by the driver.

On the other hand, when it is estimated that the friction coefficient of the road surface is large when the vehicle is in the starting state based on the detection signals from the starting state detecting means and the road surface μ estimating means, the target driving torque setting means increases the target driving torque to a large value. Set to ensure vehicle acceleration even when the driver strongly depresses the accelerator pedal.

[0014]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 showing the concept of an embodiment in which a vehicle output control device according to the present invention is applied to a front-wheel drive type vehicle incorporating a manual transmission having five forward gears and one reverse gear and a schematic structure of the vehicle. As shown in FIG. 2, a manual transmission 12 (hereinafter simply referred to as a transmission) 12 connected to the engine 11 includes a pair of left and right front wheels 15 via a pair of axles 14 extending left and right from a differential device 13. , 16 are connected.

These front wheels 15 and 16 which are drive wheels,
Brake cylinder 1 capable of restraining the rotation of the front wheels 15, 16 by supplying the brake fluid and releasing the restraining force of the rotation of the front wheels 15, 16 by discharging the brake fluid.
7 and 18 are assembled respectively. A reservoir tank 19 for storing brake fluid is provided in each of the brake cylinders 17 and 18 as a supply / discharge pipe 20 and a return pipe 21.
And the brake fluid in the reservoir tank 19 from the supply / discharge pipe 20 to the brake cylinder 1
A hydraulic pump 22 that supplies the 7 and 18 sides communicates with each other via a supply pipe 23.

In the middle of the return pipes 21, there is provided a solenoid valve 2 which is a non-energized closed type which can open and close these return pipes 21.
Nos. 4, 25 are interposed, and similarly, solenoid valves 26, 27 which are closed when not energized and which can open and close the supply pipes 23 are also provided in the middle of the supply pipes 23. These solenoid on-off valves 2
Turning on / off of the energization of Nos. 4 to 27 has nothing to do with the depression operation of the brake pedal (not shown) by the driver, and is based on the slip state of the front wheels 15 and 16 based on the slip state of the engine 11.
Is performed by a command from an electronic control unit (hereinafter, referred to as an ECU) 28 for controlling the operating state of the above. In the present embodiment, the whole of them constitutes one of the torque reducing means of the present invention. is doing.

The return pipe 21 downstream of the solenoid on-off valves 24 and 25 and the supply pipe 23 upstream of the solenoid on-off valves 26 and 27 are bypass pipes provided with a relief valve (not shown) in the middle. Are connected through. Then, when the hydraulic pressure of the brake fluid flowing in the supply pipe 23 exceeds a preset value, as in the case where the solenoid on-off valves 24 to 27 are in the non-energized state, the brake fluid from the hydraulic pump 22 is bypassed. It is discharged to the reservoir tank 19 side through the pipe.

In addition to the braking mechanism of the front wheels 15 and 16 by the electromagnetic opening / closing valves 24 to 27, the rotation of the front wheels 15 and 16 and the rear wheels 29 and 30 is restricted by the operation of a brake pedal (not shown) by the driver. An ordinary braking mechanism (not shown) and the front wheels 15, 16 by this ordinary braking mechanism
When the rotation of the rear wheels 29, 30 is restricted, a braking force control mechanism (not shown) for temporarily weakening the braking force applied to the front wheels 15, 16 and the rear wheels 29, 30 (hereinafter, referred to as A
(Described as BS) are installed in parallel, and these are connected to the brake cylinders 17 and 18 described above on the side of the front wheels 15 and 16, respectively.

In the middle of the intake pipe 32 connected to the combustion chamber 31 of the engine 11, the opening degree of the intake passage 33 formed by the intake pipe 32 is changed and the intake air supplied into the combustion chamber 31 is changed. A throttle body 35 incorporating a throttle valve 34 for adjusting the amount is interposed.

As shown in FIG. 1 and FIG. 3 showing the enlarged sectional structure of this cylindrical throttle body 35, both ends of a throttle shaft 36, to which a throttle valve 34 is integrally fixed, are attached to the throttle body 35. It is movably supported. This throttle shaft 36 protruding into the intake passage 33
An accelerator lever 37 and a throttle lever 38 are coaxially fitted to one end of the.

A cable receiver 3 integrated with an accelerator lever 37 rotatably held by the throttle shaft 36.
9 includes an accelerator pedal 40 operated by the driver.
Are connected via a cable 41, and the accelerator lever 37 rotates with respect to the throttle shaft 36 in accordance with the depression amount of the accelerator pedal 40.

On the other hand, the throttle lever 38 is fixed integrally with the throttle shaft 36. Therefore, by operating the throttle lever 38, the throttle valve 3
4 rotates together with the throttle shaft 36. Further, a stopper 43 is formed at the tip of the throttle lever 38 so that it can be engaged with a claw portion 42 formed integrally with the accelerator lever 37. The claw portion 42 and the stopper 43 are locked to each other when the throttle lever 38 is rotated in the direction in which the throttle valve 34 is opened or the accelerator lever 37 is rotated in the direction in which the throttle valve 34 is closed. It is set in a proper positional relationship.

Between the throttle body 35 and the throttle lever 38, a torsion coil spring 44 for pressing the stopper 43 of the throttle lever 38 against the claw portion 42 integrated with the accelerator lever 37 to urge the throttle valve 34 in the opening direction. Are provided coaxially with the throttle shaft 36. Also, between the stopper pin 45 protruding from the throttle body 35 and the accelerator lever 37, the claw portion 42 is pressed against the stopper 43 of the throttle lever 38 to urge the throttle valve 34 in the closing direction, and the accelerator pedal 40 is pushed. On the other hand, a torsion coil spring 46 for providing a detent feeling is provided coaxially with the throttle shaft 36.

At the tip of the throttle lever 38,
The tip end of a control rod 49, whose base end is fixed to the diaphragm 48 of the actuator 47, is connected. In the pressure chamber 50 formed in the actuator 47, a compression coil spring 51 for pressing the stopper 43 of the throttle lever 38 against the claw portion 42 and urging the throttle valve 34 in the opening direction together with the torsion coil spring 44 is incorporated. ing.
The spring force of the torsion coil spring 46 is set to be larger than the sum of the spring forces of these two springs 44 and 51, so that the throttle valve 34 will not open unless the accelerator pedal 40 is depressed. ing.

A surge tank 52 which is connected to the downstream side of the throttle body 35 and forms a part of the intake passage 33.
A vacuum tank 54 is in communication with the vacuum tank 54 via a connection pipe 53, and the vacuum tank 54 and the connection pipe 53 are connected to each other.
Between the vacuum tank 54 and the surge tank 5
A check valve 55 that allows only the movement of air to 2 is provided. As a result, the pressure in the vacuum tank 54 is set to a negative pressure substantially equal to the minimum pressure in the surge tank 52.

The inside of the vacuum tank 54 and the pressure chamber 50 of the actuator 47 are in communication with each other through a pipe 56, and in the middle of the pipe 56, there is a first torque control of a closed type when not energized. A solenoid valve 57 is provided. In other words, the torque control solenoid valve 57 has a pipe 56.
A spring 59 for urging the plunger 58 so as to close the valve is incorporated.

A pipe 60 between the first torque control solenoid valve 57 and the actuator 47 is connected to the intake passage 33 upstream of the throttle valve 34.
Are connected. A second torque control solenoid valve 61, which is open when not energized, is provided in the middle of the pipe 60. That is, the torque control solenoid valve 61 is provided with a spring 6 for biasing the plunger 62 so as to open the pipe 60.
3 is incorporated.

The two torque control solenoid valves 57, 61
Is connected to the ECU 28, and on / off of energization of the torque control solenoid valves 57 and 61 is duty-controlled based on a command from the ECU 28. It constitutes one of the torque reducing means of the invention.

For example, when the duty ratio of the torque control solenoid valves 57 and 61 is 0%, the pressure chamber 50 of the actuator 47 has the intake passage 33 located upstream of the throttle valve 34.
The atmospheric pressure becomes almost equal to the internal pressure, and the throttle valve 34
The opening degree corresponds to the depression amount of the accelerator pedal 40 on a one-to-one basis. On the contrary, when the duty ratio of the torque control solenoid valves 57 and 61 is 100%, the pressure chamber 50 of the actuator 47 becomes a negative pressure substantially equal to the pressure in the vacuum tank 54, and the control rod 49 is slanted to the left in FIG. As a result of being pulled upward, the throttle valve 34 is closed regardless of the depression amount of the accelerator pedal 40, and the driving torque of the engine 11 is forcibly reduced. In this way
By adjusting the duty ratios of the torque control solenoid valves 57 and 61, the opening degree of the throttle valve 34 can be changed regardless of the depression amount of the accelerator pedal 40, and the drive torque of the engine 11 can be arbitrarily adjusted.

Further, in this embodiment, the opening of the throttle valve 34 is controlled by the accelerator pedal 40 and the actuator 47 at the same time. However, two throttle valves are arranged in series in the intake passage 33, and one throttle valve is arranged. It is also possible to connect the valve only to the accelerator pedal 40 and the other throttle valve only to the actuator 47 so as to control these two throttle valves independently.

On the other hand, on the downstream end side of the intake pipe 32, a fuel injection nozzle 64 of a fuel injection device for injecting fuel (not shown) into the combustion chamber 31 of the engine 11 is provided corresponding to each cylinder of the engine 11. The fuel is supplied to the fuel injection nozzle 64 via the fuel injection electromagnetic valve 65 whose duty is controlled by the ECU 28. That is, by controlling the opening time of the fuel injection solenoid valve 65, the amount of fuel supplied to the combustion chamber 31 is adjusted so that a predetermined air-fuel ratio is achieved and ignition is performed by the ignition plug 66 in the combustion chamber 31. It has become.

The ECU 28 has a crank angle sensor 67 attached to the engine 11 for detecting the rotational speed of a crankshaft (not shown) (hereinafter referred to as engine rotational speed) N _E , and a throttle body 35. A throttle opening sensor 68 that is attached to detect the opening of the throttle lever 38, an idle switch 69 that detects the fully closed state of the throttle valve 34, and the combustion of the engine 11 that is attached to the front end side of the intake pipe 32. An air flow sensor 70 such as a Karman vortex flowmeter for detecting the amount of air flowing into the chamber 31.
A water temperature sensor 71 installed in the engine 11 to detect the cooling water temperature of the engine 11, and an exhaust gas installed in the middle of an exhaust pipe 72 communicating with the combustion chamber 31 to detect the temperature of exhaust gas flowing therethrough. The temperature sensor 73 and the ignition key switch 74 are connected.

Output signals from the crank angle sensor 67, the throttle opening sensor 68, the idle switch 69, the air flow sensor 70, the water temperature sensor 71, the exhaust gas temperature sensor 73, and the ignition key switch 74 are sent to the ECU 28, respectively. Has become.

A drive torque calculation unit (hereinafter referred to as TCL) 75 for calculating the target drive torque of the engine 11 is attached to the throttle body 35 together with the throttle opening sensor 68 and the idle switch 69. An accelerator opening sensor 76 that detects the opening of the accelerator lever 37, front wheel rotation sensors 77 and 78 that detect the peripheral speeds of the pair of left and right front wheels 15 and 16, respectively, and a pair of left and right rear wheels 29 and 30 that are driven wheels. The rear wheel rotation sensors 79 and 80 for detecting the respective peripheral speeds of the vehicle and the steering angle sensor 84 for detecting the turning angle of the steering shaft 83 integrated with the steering wheel 82 at the time of turning are connected with the straight traveling state of the vehicle 81 as a reference. , These sensors 76, 77, 78, 79, 80, 8
The output signals from 4 are respectively sent.

The ECU 28 and the TCL 75 are connected via a communication cable 85, and the ECU 28 sends information about the operating state of the engine 11 such as the engine rotation speed and the detection signal from the idle switch 69 to the TCL 75.
On the contrary, from the TCL75, in addition to the information on the target drive torque calculated by the TCL75, information on the reference retardation amount for calculating the target retardation amount of the ignition timing and the brake fluid for the brake cylinders 17 and 18. Information regarding the target energization time of the electromagnetic switching valves 24-27 that switch between supply and discharge is sent to the ECU 28.

In this embodiment, the front wheels 15, 1 which are the driving wheels.
When the slip amount of 6 in the front-rear direction becomes larger than a preset amount, the throttle opening is forcibly reduced by operating the actuator 47 to reduce the driving torque of the engine 11 and ensure the maneuverability of the vehicle 81. In addition, the target drive torque of the engine 11 at the time of performing control for preventing energy loss (hereinafter, referred to as slip control) is TC
The driving torque of the engine 11 can be reduced as necessary by performing calculation in L75.

In addition, even if the throttle valve 34 is operated through the actuator 47, the retard control for setting the target retard amount for delaying the ignition timing is performed in consideration of the case where the output of the engine 11 cannot be reduced in time. The drive torque of the engine 11 can be quickly reduced.

Further, in order to compensate for the time delay when the drive torque of the engine 11 is reduced by the slip control described above together with the retard control, the solenoid opening / closing valves 24 to 27 described above are used.
Control for temporarily energizing the front wheels 15 and 16 to forcibly suppress the rotation of the front wheels 15 and 16 to prevent excessive slip (hereinafter,
This is referred to as brake control). The target energization time of the electromagnetic switching valves 24 to 27 for switching the supply and discharge of the brake fluid when performing the brake control is calculated by the TCL 75, and appropriate for the front wheels 15 and 16 in the slip state. Braking is done quickly.

As shown in FIG. 4, which shows the general flow of the control according to the present embodiment, the control program of the present embodiment is started by turning on the ignition key switch 74, and the steering shaft is first operated at step M1. Initial settings such as reading the initial value of the turning angle of 83, resetting a slip control flag, etc., which will be described later, or starting the main timer counting every 15 milliseconds, which is the control sampling cycle in this embodiment, are performed.

Then, in step M2, the TCL 75 calculates the vehicle speed based on the detection signals from various sensors,
Subsequently, the neutral position of the steering shaft 83 is learned and corrected in step M3. Since the neutral position of the steering shaft 83 of the vehicle 81 is not stored in a memory (not shown) in the ECU 28 or the TCL 75, the initial value is read every time the ignition key switch 74 is turned on, and the vehicle 81 travels straight ahead. Only when the above condition is satisfied, the learning correction is performed, and this initial value is learned and corrected until the ignition key switch 74 is turned off.

Next, in the step of M4, the TCL 75 makes the engine 11 based on the detection signals from the front wheel rotation sensors 77, 78, the rear wheel rotation sensors 79, 80 and the steering angle sensor 84. A target drive torque is calculated when slip control for restricting the drive torque is performed.

When the vehicle suddenly starts or the road surface suddenly changes from a normal dry road to a frozen road, the actuator 4 is used.
By operating the throttle valve 34 via the engine 7,
Since there is a possibility that the output reduction of No. 1 will not be in time, the target retardation amount in the case of performing the retard control for retarding the ignition timing is calculated based on the change rate of the slip amount of the front wheels 15 and 16 in step M5.

Further, in order to compensate for the time-based control delay when the drive torque of the engine 11 is reduced by the slip control, the target valve opening time of the electromagnetic switching valves 24 to 27 when the brake control is performed in the step M6. Calculate

Then, the data regarding the target drive torque, the target retardation amount, and the target valve opening time are output to the ECU 28 in step M7.

The vehicle 81 is provided with a manual switch (not shown) for the driver to select slip control. When the driver operates this manual switch and desires slip control, the ECU 28 is operated. Controls the duty ratio of the pair of torque control solenoid valves 57, 61 so that the drive torque of the engine 11 becomes the target drive torque, and further, based on the data regarding the basic retardation amount, the ECU 28
While calculating the target retardation amount inside the vehicle, the ignition timing is delayed by the target retardation amount as necessary, and further braking of the front wheels 15 and 16 is performed as necessary so that the vehicle 81 travels reasonably and safely. ing.

If the driver does not desire slip control by operating a manual switch (not shown), the EC
As a result of U28 setting the duty ratio of the pair of electromagnetic valves 57, 61 for torque control to the 0% side, the vehicle 81 is in the normal operating state corresponding to the depression amount of the accelerator pedal 40 by the driver.

In this way, the drive torque of the vehicle 81 is set to M8.
Is the sampling cycle of the main timer in the step
It controls until the countdown every millisecond ends, and M9
The main timer countdown is started again in the step (1), and thereafter, the steps from M2 to M9 are repeated until the ignition key switch 74 is turned off.

By the way, in the present invention, the lateral acceleration (hereinafter referred to as lateral acceleration) corresponding to the centrifugal force generated during the turning of the vehicle 81 during the slip control in the step M4 will be described later. The actual lateral acceleration generated in the vehicle 81 is predicted as the lateral acceleration based on the turning angle of the steering shaft 83 and the vehicle speed (hereinafter referred to as the actual lateral acceleration).
On the other hand, the estimated lateral acceleration that can be predicted in advance is preferentially used to correct the reference drive torque of the engine 11, which will be described later, in a state where there is almost no possibility of control delay.

However, when servicing the vehicle 81, the front wheels 15,1
When the neutral position of the steering shaft 83 changes due to secular change such as wear of steering gear (not shown) or the like when the toe-in adjustment of 6 is performed, the turning position of the steering shaft 83 and the front wheels 15 and 16 that are the steering wheels. There is a gap between the actual steering angle and
The estimated lateral acceleration of the vehicle 81 cannot be calculated accurately.

For this reason, it is necessary to learn and correct the neutral position of the steering shaft 89 in the step of M3. Regarding the method of learning and correcting the neutral position of the steering shaft 89, Japanese Patent Laid-Open No. 3-189273 is available. Since it is already known in the gazette and the like, its detailed description is omitted.

The TCL 75 has a rate of change in vehicle speed (hereinafter,
This is referred to as longitudinal acceleration) is a rear wheel rotation sensor 79,
Based on the detection signal from 80, the reference drive torque of the engine 11 corresponding to the maximum value of the longitudinal acceleration is changed from the drive wheel speed calculated from the front wheel rotation sensors 77 and 78 to the vehicle speed. The target drive torque is calculated by making a correction based on a value obtained by subtracting the corresponding target drive wheel speed (hereinafter referred to as slip amount deviation).

As shown in FIG. 5 and FIG. 6, which show the calculation blocks for calculating the target drive torque of the engine 11,
First, the TCL 75 calculates an average vehicle speed V _A (hereinafter, simply referred to as vehicle speed V _A ) based on the detection signals of the pair of rear wheel rotation sensors 79, 80 by the following equation (1) and the steering angle sensor 84. The steering angle δ of the front wheels 15 and 16 is obtained from the following expression (2) based on the detection signal of the above, and the estimated lateral acceleration G _YE of the vehicle 81 at this time is obtained from the following expression (3). V _A = (V _RL + V _RR ) / 2 (1) δ = δ _H / ρ _H (2) G _YE = δ / [ω · {A + (1 / V _A ² )}] ・.. (3) where V _RL is the left rear wheel speed, V _RR is the right rear wheel speed, ρ _H is the steering gear speed ratio, ω is the wheel base of the vehicle 81, and A is the vehicle 8.
This stability factor A is a value determined by the configuration of a suspension device (not shown) of the vehicle 81, tire characteristics, road surface conditions, etc., as described in Japanese Patent Laid-Open No. 4-22723. Is.

Next, the TCL 75 calculates the vehicle speed V _S for slip control based on the detection signals from the rear wheel rotation sensors 79, 80. In this embodiment, the two rear wheel speeds V _RL , V _RR are calculated.
The first vehicle speed V _L for slip control is set on the basis of the above, while the high vehicle speed selection unit 101 sets two rear wheel speeds V _RL , V _RR.
The larger value of the two is set as it is as the second vehicle speed V _H for slip control, and then these two vehicle speeds V _L ,
One of V _H is selectively taken in by the changeover switch 102 as the vehicle speed V _S for slip control.

The first vehicle speed V _L in this embodiment is the two rear wheel speeds V _RL and V _RR selected by the low vehicle speed selection unit 103.
Whichever is smaller, and a weighting coefficient K _V set in advance corresponding to the vehicle speed V _A calculated by the equation (1) are multiplied by the multiplication unit 104, and this and two rear wheels are calculated. Speed V _RL , V
It is calculated by adding the larger value of _RR to (1-K _V ) multiplied by the multiplication unit 105 and the addition unit 106, which is the first vehicle speed V _L on the side of the changeover switch 102. It is designed to be output to.

That is, the engine is actually controlled by slip control.
In the state where the drive torque of the vehicle is reduced, the changeover switch 102 selects the first vehicle speed V _L smaller than the second vehicle speed V _H as the vehicle speed V _S for slip control, and the driver desires the slip control. in the state in which the drive torque of even the engine 11 has is not reduced, the two rear wheels speed V _RL, V _{R R}
Of the larger value is used as it is for the vehicle speed V for slip control.
It is designed to be selected as _S.

This is because it is difficult to shift from the state where the drive torque of the engine 11 is not reduced to the state where the drive torque of the engine 11 is reduced, and at the same time, the transition in the opposite case is also difficult. For example, if you select two rear wheels speed V _RL during turning of the vehicle 81, a smaller value of the V _{R R} as the vehicle speed V _S for slip control, the front wheel 15,
In order to avoid a problem in which the drive torque of the engine 11 is reduced, it is determined that the slip has occurred despite the fact that the slip has not occurred in 16, and in consideration of the traveling safety of the vehicle 81. This is because, when the driving torque of the engine 11 is once reduced, it is considered that this state is continued.

The high vehicle speed selection unit 101 selects the two
Two rear wheel speed V_RL, V_RRThe second of which is the larger of
Vehicle speed V_HFirst vehicle speed V smaller than_LWhen calculating
Two rear wheel speed V_RL, V_RROf the smaller value of
Coefficient K_VIs multiplied by the multiplication unit 104 and this is selected with a high vehicle speed
Two rear wheel speeds V selected in section 101_RL, V_RRWithin
For the larger value (1-K_V) In the multiplication unit 105
For example, when you turn right or left at an intersection,
When traveling on a turning circuit with a small radius of curvature such as
Selected by the peripheral speed of 5, 16 and the low vehicle speed selection unit 103
Two rear wheel speed V_RL, V _RRThe smaller value of
As a result of the difference, feedback control described later
The correction amount of the driving torque that is
This is because the acceleration performance may be impaired.

In this embodiment, the weighting coefficient K
_V is read from the map as shown in FIG. 7 based on the vehicle speed V _A of the equation (1) which is the average of the peripheral speeds of the rear wheels 29, 30.

The longitudinal acceleration G _X is calculated on the basis of the slip control vehicle speed V _S thus calculated. First, the longitudinal acceleration G _X and the slip control vehicle speed V _{S (n)} calculated this time are calculated one time ago. From the vehicle speed V _{S (n−1)} for slip control, the current longitudinal acceleration G _{X (n)} of the vehicle 81 is calculated by the differential calculation unit 107 according to the following equation. G _{X (n)} = (V _{S (n)} -V _{s (n-1)} ) / (3.6 · Δt · g)

However, Δt is the sampling period of this control, which is 15 milliseconds, and g is the gravitational acceleration.

Then, the calculated longitudinal acceleration G _{X (n)} is 0.
_. When became 6g or more, the maximum value of considering the safety against operational error or the like the longitudinal acceleration G _{X (n)} is 0.6g
The longitudinal acceleration G at the clip 108 so as not to exceed
Clip _{X (n)} to 0.6 g. Furthermore, the filter unit 10
At 9, the correction longitudinal acceleration G _XF is calculated by performing filter processing for noise removal.

In this filtering process, since the longitudinal acceleration G _{X (n)} of the vehicle 81 can be regarded as equivalent to the friction coefficient between the tire and the road surface, the longitudinal acceleration G _{X of} the vehicle 81 can be considered.
_{Even if} the maximum value of _{X (n)} changes and the slip rate of the tire is likely to deviate from the value corresponding to the maximum value of the friction coefficient between the tire and the road surface or its vicinity, the slip rate of this tire is It is for correcting the longitudinal acceleration G _{X (n)} so that the value corresponding to the maximum value of the friction coefficient with the road surface or a value smaller than this value is maintained in the vicinity thereof. Specifically, it is as follows. To be done.

When the longitudinal acceleration G _{X (n) of} this time is _{equal to} or greater than the previous corrected longitudinal acceleration G _{XF (n−1 ) of the} filter processing, that is, when the vehicle 81 continues to accelerate, the corrected longitudinal acceleration G of this time _{XF (n) is set} to G _{XF (n)} = [28 · Σ {G _{X (n)} −G _{XF (n-1)} }] / 256 to remove noise by delay processing, and corrected longitudinal acceleration G _{XF (n)} To follow the longitudinal acceleration G _{X (n)} relatively quickly.

On the contrary, when the longitudinal acceleration G _{X (n)} of this time is less than the modified longitudinal acceleration G _{XF (n-1) of the} previous time, that is, when the vehicle 81 is not accelerated so much, every main sampling period Δt of the main timer. The following processing is performed.

In the state where the drive torque of the engine 11 is not reduced by the slip control, the vehicle 81 is in deceleration, so that G _{XF (n)} = G _{XF (n-1)} -0.002 and the corrected longitudinal acceleration G _{XF is set.} The decrease in _(n) is suppressed and the responsiveness to the driver's request for acceleration of the vehicle 81 is secured.

The vehicle 81 is decelerating even when the slip amount deviation S _D is positive while the drive torque of the engine 11 is being reduced by the slip control, that is, when the front wheels 15 and 16 are slightly slipped. Since there is no problem in safety because it exists, G _{XF (n)} = G _{XF (n-1)} -0.002 is set to suppress the decrease in the corrected longitudinal acceleration G _XF , and the driver responds to the acceleration request of the vehicle 81. It secures sex.

Further, when the drive torque of the engine 11 is reduced by the slip control, the slip amount deviation S _D of the front wheels 15 and 16 is negative, that is, when the vehicle 81 is decelerating, the corrected longitudinal acceleration G _XF becomes maximum. The value is held, and the responsiveness to the driver's request for acceleration of the vehicle 81 is secured.

Similarly, while the drive torque of the engine 11 is being reduced by the slip control, the transmission 12 by the driver is reduced.
During the shift up, the maximum value of the corrected longitudinal acceleration G _XF is held in order to secure a feeling of acceleration for the driver.

The corrected longitudinal acceleration G _XF from which noise has been removed by the filter unit 109 is converted into torque by the torque conversion unit 110, but the value calculated by this torque conversion unit 110 is, of course, However, since it should be a positive value, the clipping resistance is clipped to 0 or more in order to prevent a calculation error in the clipping unit 111, and then the running resistance calculation unit 1
The running resistance T _R calculated in 12 is added in the addition unit 113, and the cornering drag correction torque T _C calculated in the cornering drag correction amount calculation unit 114 based on the detection signal from the steering angle sensor 84 is further added. Adder 115
Then, the reference drive torque T _B shown in the following equation (4) is calculated. _{T B = G FO · W b} · r + T R + T C ··· (4) where, W _b is the body weight, r is an effective radius of the front wheel 15, 16.

The traveling resistance T _R can be calculated as a function of the average vehicle speed V _A , but in this embodiment, it is calculated from the map shown in FIG. In this case, since the running resistance T _R is different between the flat road and the uphill road, in the figure, the flat road for the flat road and the uphill road for the double-dashed line are written in the map, and are incorporated in the vehicle 81. Either one is selected based on the detection signal from the tilt sensor (not shown).

Further, in the present embodiment, the cornering drag correction torque T _C is obtained from the map as shown in FIG. 9 based on the turning angle δ _H of the steering shaft 83 detected by the steering angle sensor 83. can set the reference driving torque T _B of the running state of the engine 11 approximated, since the reference driving torque T _B of the turning immediately after the engine 11 is in the large vehicle 81 after exiting the turning road The acceleration feeling of is improved.

In this embodiment, the variable clip portion 11 is used with respect to the reference drive torque T _B calculated by the equation (4).
By setting the lower limit value T _BL at 6, the subtraction unit 117 subtracts a correction torque T _PI, which will be described later, from this reference drive torque T _B.
This prevents a problem that the value subtracted in step becomes negative. The lower limit value T _BL of this reference drive torque T _B is
As shown in the map shown in FIG. 10, the slip control is gradually reduced in accordance with the elapsed time from the start of the slip control.

By the way, in order to make effective use of the driving torque generated in the engine 11 during acceleration of the vehicle 81,
As indicated by the solid line in the figure, the slip ratio s of the tires of the front wheels 15 and 16 during traveling is smaller than the target slip ratio s _O corresponding to the maximum value of the friction coefficient between the tires and the road surface or in the vicinity thereof. It is desirable to adjust the value to a value so as to avoid energy loss and not impair the steering performance and acceleration performance of the vehicle 81.

[0074] Here, the slip ratio s of the tire of the front wheel 15 and 16, these left front wheel speed V _FL, the right front wheel speed is described as _{V FR, s = (V FL} , V FR -V A) / V _A. In addition, it is normal for the front wheels 15 and 16 that are the drive wheels to have a slip of about 3% with respect to the road surface while the vehicle 81 is traveling. Therefore, the slip state of the front wheels 15 and 16 should be taken into consideration. Then, the estimated front wheel speed V _FE is set by the multiplying unit 118 according to the following equation. V _FE = 1.03 · V _S

Then, the TCL 75 has an acceleration correction unit 119.
Then, the slip correction amount V _K corresponding to the above-mentioned corrected longitudinal acceleration G _XF is read from the map as shown in FIG. 12, and this is added to the estimated front wheel speed V _FE by the adder 120. This slip correction amount V _K has a tendency to increase stepwise as the value of the corrected longitudinal acceleration G _XF increases, but in this embodiment, this map is created based on a running test or the like. There is.

As a result, the target front wheel speed V _FO which will be described later increases, and the slip ratio s of the front wheels 15 and 16 during acceleration is a target slip ratio s _O shown by the solid line in FIG. Is set.

On the other hand, the relationship between the friction coefficient between the tire and the road surface during turning and the slip ratio S of this tire is indicated by the chain line in FIG. maximum value becomes the slip ratio of the tire, it can be seen that much smaller than the target slip rate s _O of the tire with the maximum value of the friction coefficient between the tire and the road surface during straight ahead. Therefore, when the vehicle 81 is turning, the vehicle 81
It is desirable to set the estimated front wheel speed V _FE to be smaller than that when _traveling straight ahead so that the vehicle can turn smoothly.

Therefore, the turning correction unit 121 reads the slip correction amount V _KC corresponding to the estimated lateral acceleration G _YE from the map shown by the solid line in FIG. 13, and subtracts it from the map.
At, the output from the adder 120 is subtracted to calculate the target front wheel speed V _FO . However, since the turning angle δ _H of the steering shaft 83 is not reliable until the first learning of the neutral position of the steering shaft 83 performed after the ON operation of the ignition key switch 74 is performed, the rear wheels 29, 30 are not reliable. Peripheral speed V _RL ,
The slip correction amount V _KC is read from the map as shown by the broken line in FIG. 13 based on the actual lateral acceleration G _Y by V _RR .

By the way, the estimated lateral acceleration G _YE is calculated by the equation (3) using the steering angle δ calculated by the equation (2) based on the detection signal from the steering angle sensor 84. I am trying.

Therefore, when an abnormality occurs in the steering angle sensor 84, it is possible that the estimated lateral acceleration G _YE becomes a completely incorrect value. Therefore, when an abnormality occurs in the steering angle sensor 84 or the like, the rear wheel speed difference | V _RL -V _RR |
Then, the actual lateral acceleration G _Y generated in the above is calculated, and this is used in place of the estimated lateral acceleration G _YE .

Specifically, the actual lateral acceleration G _Y is calculated from the rear wheel speed difference │V _RL -V _RR │ and the vehicle speed V _A by the lateral acceleration computing unit 123 incorporated in the TCL 75 according to the following equation. The corrected lateral acceleration G _{YF obtained} by _performing noise removal processing on this by the filter unit 124 is used. _{G Y = (| V RL -V} RR | · V A) / (. 3 6 2 · b · g)

However, b is the tread of the rear wheels 29, 30, and the filter unit 124 calculates the actual lateral acceleration G _{Y (n)} calculated this time and the corrected lateral acceleration G _{YF (n-1)} calculated this time. The corrected lateral acceleration G _{YF (n)} is subjected to low-pass processing by digital calculation shown in the following equation. G _{YF (n)} = Σ [(20/256) · {G _{Y (n)} −G _{YF (n-1)} }]

[0083] Incidentally, the slip correction amount V _KC corresponding to the estimated lateral acceleration G _YE, since additional steering of the steering wheel 84 by the driver can be considered, at the estimated lateral acceleration G _YE small area, corrected lateral acceleration G It is set smaller than the slip correction amount V _KC corresponding to _YF . Further, in a region where the vehicle speed V _A is low, it is desirable to ensure the acceleration of the vehicle 81, and conversely, when the vehicle speed V _A is a certain speed or more, it is necessary to consider the ease of turning. The corrected slip correction amount V _KF is calculated by reading the slip correction amount V _KC read out from the correction coefficient corresponding to the vehicle speed V _A from the map shown in FIG. 14 and multiplying it.

As a result, the target front wheel speed V _FO decreases, and the slip ratio s of the front wheels 15 and 16 during turning becomes smaller than the target slip ratio s _O during straight traveling, so that the vehicle 81
Although the acceleration performance of is slightly deteriorated, good turning performance is secured.

These estimated lateral acceleration G _YE and actual lateral acceleration G
_As shown in FIG. 15 showing the procedure for selecting _Y , the TCL 75 adopts the corrected lateral acceleration G _YF from the filter unit 123 as the lateral acceleration for calculating the slip correction amount V _KC in the step T1, and the TCL 75 In step, it is determined whether or not the slip control flag F _S is set.

If it is determined in step T2 that the slip control flag F _S is set, that is, the slip control is being executed, the corrected lateral acceleration G _YF is used as it is. This is the slip correction amount V during slip control.
_{When the} lateral acceleration that is the reference for determining _KC is changed from the corrected lateral acceleration G _YF to the estimated lateral acceleration G _YE , the slip correction amount V
_{This is because the KC} may change significantly and the behavior of the vehicle 81 may be disturbed.

If it is determined in the step T2 that the slip control flag F _S is not set, T3
It is determined whether or not the learning of the neutral position of the steering angle has been performed in the step of. If it is determined that the neutral position of the steering angle has not been learned, the corrected lateral acceleration G _YF is used as it is. If it is determined in step T3 that the neutral position of the steering angle has been learned, T
In step 4, the estimated lateral acceleration G _YE is adopted as the lateral acceleration for calculating the slip correction amount V _KC .

As a result, the target front wheel speed V _FO is given by the following equation. V _FO = V _FE + V _K −V _KF

Next, the slip amount deviation S, which is the deviation between the actual front wheel speed V _F obtained from the detection signals of the front wheel rotation sensors 77, 78 by filtering for the purpose of noise removal and the target front wheel speed V _{FO. The} subtractor 125 calculates _D. When the slip amount deviation S _D is less than or equal to a negative set value, for example, −2.5 km / h or less, −25 km / h is clipped by the clip unit 126 as the slip amount deviation S _D ,
The slip amount deviation S _D after the clipping process is subjected to proportional correction which will be described later to prevent overcontrol in the proportional correction so that output hunting does not occur.

Further, the correction torque T _PI is calculated by performing integral correction on the slip amount deviation S _D before the clipping process using an integration constant ΔT _i described later.

As the proportional correction, the multiplication unit 127 multiplies the slip amount deviation S _D by the proportional coefficient K _P to obtain a basic correction amount, and the multiplication unit 128 further calculates the gear ratio ρ of the transmission 12.
_The proportional correction torque T _P is obtained by multiplying the correction coefficient ρ _KP preset by _m . The proportional coefficient K _P is the slip amount deviation S after the clipping process in the clipping unit 126.
_{According to D} , the map is read from the map shown in FIG.

As the integral correction, the slip amount deviation S
_In order to realize the correction corresponding to the gradual change of _D , the integral calculation unit 129 calculates a basic correction amount, and the multiplication unit 130 calculates the basic correction amount based on the gear ratio ρ _m of the transmission 12. Then, the correction coefficient ρ _KI set in advance is multiplied to obtain the integral correction torque T _I. In this case, in the present embodiment, the constant small integral correction torque ΔT _I is integrated, and when the slip amount deviation S _D is positive every 15 ms sampling period, the small integral correction torque ΔT _I is added. Conversely, when the slip amount deviation S _D is negative, the minute integral correction torque Δ
T _I is being subtracted.

However, the integral correction torque T _I is equal to the vehicle speed V _S
The lower limit value T as shown in the map of FIG.
_IL and an upper limit value to improve the convergence of control, eg 0 kg
By setting m, a large integral correction torque T _I is exerted to secure the driving force of the engine 11 when the vehicle 81 starts, particularly when it is started uphill, and the vehicle speed is set after the vehicle 81 starts. On the contrary, after the V _A rises, if the correction is too large, the stability of the control is lost. Therefore, the integrated correction torque T _I is made small.

The correction factors ρ _KP and ρ _KI are the transmission 1
The map shown in FIG. 18, which is preset in association with the gear ratio ρ _{m of} 2, is read out.

After that, in the addition unit 131, these proportional
Correction torque T_PAnd integral correction torque T_IAnd add to this
Correction torque T obtained_PIIn the subtraction section 117
Reference drive torque T mentioned above_BIs subtracted from
Between the engine 11 and the axles 14,15 of the front wheels 15,16
By multiplying by the reciprocal of the total reduction ratio, it is shown in the following equation (5).
Target drive torque T for slip control_OTo calculate. T_O= (T_B-T_PI) / (Ρ_m・ Ρ_d・ Ρ_T) ··· (Five)  However, ρ_dIs the differential gear reduction ratio, ρ_TIs changed as shown in FIG.
Gear ratio ρ of speed machine 12_mPreset to be associated with
Is the converter ratio.

In this case, when the driver performs the upshift gear shifting operation via the transmission 12, the gear ratio ρ _m on the high gear side is output after the gear shifting is completed.
That is, in the case of an upshift gear shift operation of the transmission 12, if the gear ratio ρ _m on the high speed stage side is adopted at the time of output of the gear shift signal, as is apparent from the above formula (5), the target during gear shift is obtained. Since the drive torque T _O increases and the engine 11 blows up, the gear change operation is completed after the gear change start signal is output, for example, for 1.5 seconds, a low speed stage in which the target drive torque T _O can be made smaller. The side gear ratio ρ _m is held, and the gear ratio ρ _m on the high speed side is adopted 1.5 seconds after the signal for starting the gear shift is output. For the same reason, in a downshift gear shift operation of the transmission 12, the gear ratio ρ _m on the low speed stage side is immediately adopted at the time of outputting the gear shift signal.

Target drive torque T _O calculated by the above equation (5)
Of course should be a positive value, so that the target drive torque T _O is clipped to 0 kgm or more in order to prevent a calculation error in the clipping unit 133, and the start or end of slip control is determined. Information regarding the target drive torque T _O is output to the ECU 28 according to the determination process of the start / end determination unit 134.

The actual front wheel speed V _F for slip control in this embodiment is calculated by the average drive wheel speed calculator 135 from the two front wheel speeds V _FL and V _FR detected by the front wheel rotation sensors 77 and 78. The average value and a weighting coefficient K _M preset according to the driving state of the vehicle 81 are multiplied by a multiplication unit 136.
And the lower value of the two front wheel speeds V _RL and V _RR selected by the low drive wheel speed selection unit 137 is calculated as (1
-K _M ) multiplied by the multiplication unit 138 and the addition unit 1
It is calculated by adding at 39.

The weighting coefficient K _M is the first weighting coefficient K _M1 preset based on the lateral accelerations G _YE and G _YF as shown in FIG. 19, and after the slip control is started as shown in FIG. Second preset weighting coefficient K _M2 based on the elapsed time and vehicle speed V as shown in FIG.
_A third weighting coefficient K _M3 preset based on _A
The largest of is selected.

When calculating the actual front wheel speed V _F ,
An average value of the two front wheel speeds V _FL and V _FR calculated by the average drive wheel speed calculation unit 135 is multiplied by a weighting coefficient K _M, and a multiplication unit 136
And the smaller value of the two front wheel speeds V _FL and V _FR selected by the low drive wheel speed selection unit 137 (1
As is apparent from FIGS. 19 to 21 described above, the addition of −K _M ) and the product of multiplication by the multiplication unit 138 is
Considering the lateral acceleration generated when the vehicle 81 turns, the correction torque T _PI based on the slip amount deviation S _D is output to the subtracting unit 117 in a larger amount than in the case of straight traveling, and the reduction amount of the reference drive torque T _BL is reduced. In order to increase the acceleration of the vehicle 81 and increase the specific gravity of the brake control described later to reduce the subtraction amount of the correction torque T _PI immediately after the start of the slip control, and while the vehicle 81 is traveling at high speed. This is because the target drive torque T _O on the engine 11 side is made small to reduce the load on the braking device due to the brake control.

[0102] Also, calculated at the average drive wheel speed calculating unit 135 two front wheel speed V _FL, front wheel speed V _FL two without adopting the larger value of the V _FR, the average value of V _FR This prevents erroneous detection of the slip amount deviation due to the difference in the peripheral speeds of the inner and outer wheels during the turning of the vehicle 81, and allows the slip control to be performed even if the front wheels 15 and 16 are not slipping. This is to prevent such problems.

The start / end determination unit 134 is described in the following (a)-
When all the conditions shown in (e) are satisfied, it is determined that the slip control is started, the slip control in-progress flag F _S is set, and it is calculated based on the outputs from the high vehicle speed selection unit 101 and the low vehicle speed selection unit 103. The changeover switch 102 is operated so as to select the first vehicle speed V _L as the vehicle speed V _S for slip control, the information regarding the target drive torque T _O is output to the ECU 28, and the end of the slip control is judged to determine the slip. This process is continued until the control flag F _S is reset.

(A) The driver desires slip control by operating a manual switch (not shown). (b) The driving torque T _D requested by the driver is the minimum driving torque required to drive the vehicle 81, for example, 4 kgm.
That is all. In this embodiment, the required drive torque T
_In FIG. 22, _D is preset based on the engine rotation speed N _E calculated from the detection signal from the crank angle sensor 67 and the accelerator opening θ _A calculated from the detection signal from the accelerator opening sensor 76. It is read from the map as shown. (c) The slip amount deviation S _D is 2 km / h or more. (d) Time slip amount deviation S _D calculated by the subtraction unit 125 by the differential operation section 140 obtained by differentiating the slip amount deviation S _D
Change rate G _SD of 0.2 g or more. (e) The actual front wheel acceleration G _{F obtained} by time-differentiating the actual front wheel speed V _F calculated by the adder 139 by the differential calculator 141 is 0.
It is 2 g or more.

On the other hand, if any of the following conditions (f), (g), and (h) is satisfied after the start / end determining unit 134 determines that the slip control has started, the slip control is performed. When the control is judged to be completed, the slip control flag F _S is reset, the transmission of the target drive torque T _O to the ECU 28 is stopped, and the output from the high vehicle speed selection unit 102 is selected as the vehicle speed V _S for slip control. The changeover switch 102 is operated.

(F) The target drive torque T _O is greater than or equal to the required drive torque T _D. (g) The state where the slip amount deviation S _D is a constant value, for example, −2 km / h or less continues for a fixed time, for example, 0.5 seconds or more. (h) The state where the idle switch 69 is changed from off to on, that is, the state where the driver releases the accelerator pedal 40 continues for a certain time, for example, 5 seconds or more.

As shown in FIG. 23 showing the flow of the slip control process in this embodiment, the TCL 75 calculates the target drive torque T _O by the detection and calculation process of various data described above in step S1. This calculation operation is performed regardless of the operation of the manual switch.

[0107] Next, first slip control flag F _S at S2 in step determines whether it is set, because the first slip control flag F _S is not set, S3 step of TCL75 At front wheel 15,
It is determined whether the slip amount deviation S _{D of} 16 is larger than a preset threshold value, for example, 2 km / hour.

In this step S3, the slip amount deviation S
When _D is determined to be larger than the hourly 2km, TCL75 determines whether the slip amount deviation S change ratio G _SD of _D at step S4 is greater than _0. 2 g.

In this step S4, the slip amount deviation S
When _D change ratio G _SD of is determined to _0. Greater than 2 g, T
CL75 determines in step S5 whether or not the driver's required drive torque T _D is larger than the minimum drive torque required to drive the vehicle 81, for example, 4 kgm, that is, the driver intends to drive the vehicle 81. Or not.

At step S5, the required drive torque T
_D is greater than 4Kgm, i.e. the driver determines that there is intention to drive the vehicle 81, sets in the slip control flag F _S at step S6, the slip control flag F _S at step S7 It is determined again whether it is set or not.

When it is determined in step S7 that the slip control flag F _S is being set, the target drive torque T _O of the engine 11 is set as the above in step S8.
The target drive torque T _O for slip control calculated in advance by the equation (5) is adopted.

If it is determined in step S7 that the slip control flag F _S is reset, the TCL 75 sets the target drive torque T in step S9.
The maximum torque of the engine 11 is output as _O , and E
As a result of the CU 28 reducing the duty ratio of the torque control solenoid valves 57, 61 to the 0% side, the engine 11 generates a drive torque according to the amount of depression of the accelerator pedal 40 by the driver.

In the step S3, the front wheels 15 and 16 are
If it is judged that the slip amount deviation S _D is less than 2 km / h, or in the step S4, the slip amount deviation S _D
If the rate of change G _SD of is determined as _zero. Less than 2g,
Alternatively, when it is determined in step S5 that the required drive torque T _D is smaller than 4 kgm, the process directly proceeds to step S7, and in step S9, the TCL 75 sets the target drive torque T _O to the maximum torque of the engine 11. And output
As a result, the ECU 28 causes the torque control solenoid valves 57, 61 to
As a result of reducing the duty ratio of 0 to the 0% side, the engine 11 generates a drive torque according to the amount of depression of the accelerator pedal 40 by the driver.

On the other hand, when it is determined in step S2 that the slip control flag F _S is set, the slip amount deviation S _{D of the} front wheels 15 and 16 is the above-mentioned threshold value per hour in S10. 2 km or less and required drive torque T
It is determined whether the state in which _D is equal to or less than the target drive torque T _O calculated in step S1 continues for 0.5 seconds or more.

At step S10, the slip amount deviation S _D is smaller than 2 km / h and the required drive torque T _D is equal to or less than the target drive torque T _O for 0.5 seconds or more, that is, the driver If it is determined that acceleration of the vehicle 81 has not been desired, the slip control flag F _S is reset in step S11, and the process proceeds to step S7.

In the step S10, the slip amount deviation S _D is larger than 2 km / h, or the required drive torque T _D is less than the target drive torque T _O for 0.5 seconds or more, that is, the operation is not performed. If the person desires to accelerate the vehicle 81, the TCL 75 determines in step S12 whether the idle switch 69 is turned on, that is, whether the throttle valve 34 is fully closed for 0.5 seconds or more. To do.

When it is determined in step S12 that the idle switch 69 is on, the driver has not stepped on the accelerator pedal 40, so the process proceeds to step S11 to reset the slip control flag F _S. . On the contrary, when it is determined that the idle switch 69 is off, the driver depresses the accelerator pedal 40, and thus the process proceeds to step S7 again.

While the target drive torque T _O is selected as described above, the output of the engine 11 cannot be reduced even by the operation of the throttle valve 34 via the actuator 47. During a sudden start or when the road surface condition is a normal dry road. When the vehicle suddenly changes to a freezing road, the TCL 75 performs a retard control for setting a retard ratio with respect to the basic retard amount p _{B of the} ignition timing set by the ECU 28, and outputs this to the ECU 28.

The basic retard angle amount p _B is the maximum value of the retard angle that does not hinder the operation of the engine 11, and is set based on the intake air amount of the engine 11 and the engine rotation speed N _E. But,
In the present embodiment, the subtracting unit 12 is applied to the smaller one of the two front wheel speeds V _FL and V _FR selected by the low drive wheel speed selecting unit 137.
The target front wheel speed V _FO output from the subtraction unit 1 shown in FIG.
67 is subtracted to obtain the retard angle control slip amount deviation S _DP ,
This slip control deviation S _DP for retard control is used to differentiate the differential calculation unit 168.
Time according to the rate of change G _DP retard control slip amount deviation S _DP obtained by differentiating increases, the map of retarding proportions such that a large retard amount is stored in the TCL75 at.

In this case, in the present embodiment, the 0 level that sets the basic retardation amount p _B to 0, the I level that compresses the basic retardation amount p _B to 2/3, and the basic retardation amount p _B remain unchanged. Output II
The retard ratio of three levels and the level is set.
Further, in the present embodiment, the slip angle deviation S _DP for retarding control is set to the two front wheel speeds V _FL , which are selected by the low drive wheel speed selecting section 137.
Since the target front wheel speed V _FO output from the subtraction unit 122 is subtracted from the smaller value of V _FR , the friction coefficient of the road surface on which the left and right front wheels 15 and 16 contact the ground is greatly different. In such a case, the slip amount deviation S for retard angle control
_{Since the DP} is output small, the drive torque of the drive wheels on the high friction coefficient side can be effectively transmitted to the road surface.

FIG. 25 showing the procedure for reading out this retard angle ratio.
As shown in, TCL75 first retardation control slip amount deviation S _DP at step P1, it is determined whether or not less than hourly 0 km, retardation control slip amount deviation S _DP is determined in step P1 hourly If it is determined that the distance is less than 0 km, that is, if the driving torque of the engine 11 is increased, then the retard ratio is set to the 0 level at P2 and is output to the ECU 28.
On the contrary, if it is determined in step P1 that the slip angle deviation _SDP for retarding control is 0 km / h or more, P3 is set.
Step change ratio G _DP retard control slip amount deviation S _DP at is equal to or less than 0.5g, the rate of change of the P3 retardation control slip amount deviation S _DP step of G
_{When DP} is determined to be 0.5 g or less, it is determined in step P4 whether the retard ratio is II level.

Further, when it is judged in the step P3 that the rate of change G _DP of the slip angle deviation S _DP for retarding control exceeds 0.5 g, that is, the front wheels 15 and 16 are suddenly slipping. target at P5 in step driving torque T _O is 4k
It is determined whether the target drive torque T _o is less than gm.
Is less than 4 kgm, that is, when it is determined that the drive torque of the engine 11 needs to be sharply suppressed, the retard ratio is set to the II level in step P6, and the process proceeds to step P4. Conversely, when the target driving torque T _O is equal to or greater than 4kgm at P5 step proceeds directly to P4 of steps.

[0123] In this P4 step, the retard rate is II level.
If it is judged that it is le, retard angle system in step P7
Slip amount deviation S for use_DPRate of change G_DPIs over 0g
Determine whether or not. Here, the slip amount deviation S for retard angle control
_DPRate of change G_DPIs 0g or less, that is, the slip for retard angle control
Deviation S_DPWhen it is judged that is decreasing,
In the step of P8, this slip amount deviation S for retard angle control_DP
Determines whether the speed exceeds 8 km / h.

If it is determined in step P8 that the retard control slip amount deviation S _DP is 8 km / hour or less, the retard ratio is held at the II level in step P9.
At P10, the change rate G _DP of the slip amount deviation S _DP for retard angle control
Is 0.5 g or less. Similarly, if it is determined in step P4 that the retard ratio is not at the II level, the process proceeds to step P10.

In the step of P10,
Deviation S_DPRate of change G_DPIs less than 0.5g, immediately
Slip angle deviation S for retard angle control_DPIf the change in
If it is determined that there is no delay, the retard angle division is performed in step P11.
If the result is II level, it is determined. Also, the P10
Slip amount deviation S for retard angle control at step_DPRate of change G _DP
If it is judged that the weight is not less than 0.5g,
Set the retard rate to the II level in step, and switch to P11.
Move to step.

Then, in the step of P11, the retard angle division is performed.
If it is judged that the result is II level, the
Slip amount deviation S for retard control_DPRate of change G_DPBut
It is judged whether or not it exceeds 0 g, and conversely the retard ratio is II level.
If it is determined that it is not, it is late in the step of P14.
Angle control slip amount deviation S_DPRate of change G_DPIs less than 0.3g
It is determined whether it is below. In the step of P13
Slip amount deviation S for retard angle control_DPRate of change G_DPExceeds 0g
Not included, that is, the slip amount deviation S for retarding control _DPIs reduced
If it is judged that there is a tendency, in the step of P15
This retard angle control slip amount deviation S_DPExceeds 8 km / h
It is determined whether or not there is. And this step of P15
Slip amount deviation S for retard angle control_DPIs less than 8 km / h
If it is determined that the delay angle ratio is II level on P16
To I level and move to step P14
It

In the step P14, it is judged that the rate of change G _DP of the slip angle deviation S _DP for retarding control is 0.3 g or less, that is, the slip amount deviation S _DP for retarding control shows almost no increasing tendency. If so, the retard ratio is I in the step of P17.
It is determined whether it is a level. Conversely, the rate of change G _DP retard control slip amount deviation S _DP at P14 step exceeds the 0.3 g, i.e. retardation control slip amount deviation S _DP is in more or less increasing If determined, the retard ratio is set to the I level in step P18.

[0128] When the retard rate at P17 in step is determined to be I level, the rate of change G _DP retard control slip amount deviation S _DP at P19 steps 0g
It is judged whether or not it exceeds, and this is 0 g or less,
That is, when it is determined that the retard control slip amount deviation S _DP is decreasing, it is determined in step P20 whether the retard control slip amount deviation S _DP is less than 5 km / hour. If it is determined in this step P20 that the retard control slip amount deviation S _DP is less than 5 km / h, that is, the front wheels 15 and 16 are hardly slipping, the retard ratio is set to 0 level in the step P21. And set this to ECU2
Output to 8.

On the other hand, in the step P7, the rate of change G _DP of the slip angle deviation S _DP for retarding control exceeds 0 g,
That is, if it is determined that the retard control slip amount deviation S _DP is increasing, it is determined in step P22 whether the target drive torque T _O is less than 10 kgm.

Also, in the step of P8, the slip for retard angle control
Deviation S_DPWhen it is judged that the speed exceeds 8 km / h
Or the slip amount deviation for retard angle control in the step P13.
Difference S_DPRate of change G_DPIs 0g or more, that is, for retard control
Slip amount deviation S_DPIf it is determined that
Also, in the step of P15, the slip amount deviation S for retarding control
_DPExceeds 8 km / h, that is, the slip amount for retard angle control
Deviation S_DPIf it is determined that the
If it is determined that the retard ratio is not at the I level, P19
In step S, the slip amount deviation S for retard angle control_DPChange rate G
_DPExceeds 0g, that is, the slip amount deviation for retard angle control
S_DPIs judged to be increasing, or in P20
Slip amount deviation S for retard angle control in step_DPIs 5 km / h
That is, the slip angle deviation S for retarding control_DPCompare
Even if it is judged that there are many targets, each of these P22
Move on.

When it is determined in step P22 that the target drive torque T _O is 10 kgm or more, that is, the engine 11 is generating a slightly larger drive force, P
In step 23, it is determined whether or not the retard ratio is II level. If it is determined that the retard ratio is II level, the retard ratio is lowered to I level in step P24. This is output to the ECU 28.

If it is determined in step P22 that the target drive torque T _O is less than 10 kgm, or if it is determined in step P23 that the retard ratio is not at the II level, then in step P25. It is determined whether or not the transmission 12 is shifting. When it is determined that the transmission 12 is undergoing gear shifting, it is determined at P26 whether or not the retard angle ratio is at the II level, and at step P26, the retard angle ratio is at the II level. If so, the retard ratio is reduced to the II level in step P27, and the ECU 28
Output to. Further, when it is determined in step P25 that the transmission 12 is not in gear shifting, or when it is determined in step P26 that the retard ratio is not at the II level,
The retard angle ratio previously set in the step P28 is output to the ECU 28 as it is.

The ECU 28 uses the map (not shown) relating to the ignition timing and the basic retardation amount p _B preset on the basis of the engine speed N _E and the intake air amount of the engine 11, to determine the ignition timing and the basic retardation amount p _{B. B} is the crank angle sensor 67
Is read out based on the detection signal from the air flow sensor 70 and the detection signal from the air flow sensor 70, and this is corrected based on the retardation rate sent from the TCL 75 to calculate the target retardation amount p _O. In this case, the upper limit value of the target retardation amount p _O is set corresponding to the upper limit temperature of the exhaust gas that does not damage the exhaust gas purification catalyst (not shown), and the temperature of this exhaust gas is measured by the exhaust temperature sensor 74. It is detected by the detection signal.

When 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 may cause knocking or stall of the engine 11. Therefore, the retard control shown below is stopped.

As shown in FIG. 25 showing the calculation procedure of the target retardation amount p _O in this retardation control, the ECU 28 first sets Q
In step 1, it is determined whether or not the slip control flag F _S is set, and the slip control flag F _S is set.
_When it is determined that _S is set, that is, the slip control is being performed, it is determined in step Q2 whether or not the retard ratio is set to the II level. And this Q
If it is determined in the step 2 that the retard ratio is the II level, the basic retard amount p _B obtained by reading the target retard amount p _O from the map in the step Q3 is the target retard amount p _{O as it is.}
The ignition timing is retarded by the target retardation amount p _O. Further, in the step of Q4, the ECU 28 sets the duty ratio of the torque control solenoid valves 57 and 61 in Q4 according to the value of the target drive torque T _O , regardless of the amount of depression of the accelerator pedal 40 by the driver. , Reduce the drive torque of the engine 11.

Here, the ECU 28 is informed of the engine rotation speed N _E.
And a drive torque of the engine 11 are used as parameters to store a map for obtaining the throttle opening θ _T.
The CU 28 uses this map to determine the current engine speed N _E
And the target throttle opening θ _TO corresponding to this target drive torque T _O are read.

Next, the ECU 28 obtains the deviation between this target throttle opening θ _TO and the actual throttle opening θ _T output from the throttle opening sensor 68, and determines the duty ratio of the pair of torque control solenoid valves 57, 61. Is set to a value commensurate with the deviation, and a current is passed through the solenoids of the plungers 58, 62 of the torque control solenoid valves 57, 61, and the actual throttle opening θ _T is changed to the target throttle opening θ _TO by the operation of the actuator 47. Control so that it goes down to.

The target drive torque T _{O is set} as the engine 11
When the maximum torque of is output to the ECU 28, the ECU 2
8 indicates that the duty ratio of the torque control solenoid valves 57 and 61 is 0.
% To decrease the driving force to the engine 11 according to the amount of depression of the accelerator pedal 40 by the driver.

When it is determined in the step Q2 that the retard ratio is not at the II level, the process proceeds to Q5 and it is determined whether the retard ratio is set at the I level. If it is determined in the step of Q5 that the retard ratio is set to the I level, the target retard amount p _O is set in the step of Q6 by the following equation, and the ignition timing is set to the target retard angle. The phase is retarded by the amount p _O and the process proceeds to the step of Q4. p _O = (2 · p _B ) / 3

On the other hand, if it is determined in step Q5 that the retard ratio is not at the I level, the process proceeds to step Q7 where the retard ratio is 0 level, that is, the target retardation amount p _O is 0. If it is determined that it is 0, it proceeds to the step of Q4 and the ignition timing is not retarded, and the torque control solenoid valve 57 is set according to the value of the target drive torque T _O. , 61, the duty ratio is set, and regardless of the amount of depression of the accelerator pedal 40 by the driver, the engine 11
Drive torque is reduced.

Further, in the step Q7, the retard ratio becomes 0.
Level, i.e. the target when the retard amount p _O is determined not to be zero, by for example, once with the target retard amount p _O in each sampling period of the main timer Δt lamp controlled by Q11 p _O
The value is subtracted until = 0 to reduce the shock caused by the fluctuation of the driving torque of the engine 11, and then the process proceeds to step Q4.

When it is determined in step Q1 that the slip control flag F _S has been reset, that is, the slip control is not in progress, normal running control that does not reduce the drive torque of the engine 11 is performed. In the step of Q9, the ignition timing is not retarded by setting 0 level, that is, p _O = 0, and in the step of Q10, the torque control solenoid valve 57,
By setting the duty ratio of 61 to 0%, the engine 11 generates a drive torque according to the amount of depression of the accelerator pedal 40 by the driver.

As described above, the retard control for setting the retard ratio with respect to the basic retard amount p _{B of the} ignition timing set by the ECU 28 is performed, while the engine 11 is controlled by the slip control.
In order to compensate for the time delay when the driving torque of the vehicle decreases, together with this retardation control, from the front wheel speeds V _FL , V _FR detected by the front wheel rotation sensors 77, 78 to the rear wheel rotation sensors 79, 80.
The target drive wheel speed for brake control V _BO set based on the detection signal from is subtracted to obtain the slip amount deviations S _BL , S _BR for brake control, and the slip amount deviations S _BL , S _BR for brake control are obtained. The target opening times t _L and t _R of the electromagnetic opening / closing valves 24-27 are calculated based on the calculated opening times t _L , t _R.
The brake control for quickly braking the front wheels 15 and 16 in a slip state with an appropriate braking force is performed.

As shown in FIG. 26, which shows a calculation block of the brake control according to the present embodiment, the TCL 75 receives two rear wheel speeds V _RL and V _RR based on the detection signals from the rear wheel rotation sensors 79 and 80. The higher value V _H of the above is selected by the high vehicle speed selection unit 101. Then, in consideration of the slip amounts of the front wheels 15 and 16, a multiplying unit 142 multiplies a preset correction coefficient to calculate an estimated drive wheel speed V _EB for brake control. The correction coefficient is the vehicle speed V _A. 27 is read out from a map which is preset according to the above.

Then, the estimated drive wheel speed V _EB for brake control and the slip correction amount V _K output from the acceleration correction section 119 are added by the addition section 143 to obtain the target drive wheel speed V _BO for brake control. calculate. In this case, by setting the slip correction amount V _K as shown in FIG. 12 in accordance with the magnitude of the correction longitudinal acceleration G _XF, when a large modification longitudinal acceleration G _XF is a bad road, such as the vehicle 81 is road gravel Considering that the vehicle 81 is traveling, the target drive wheel speed V _BO for brake control is increased, and the slip amount deviations S _BL , S _BR for brake control are reduced to improve the acceleration of the vehicle 81. There is.

The value calculated by the adder 143 is
Target drive wheel speed V for rake control_BOAt the clip part 144
Set minimum value V shown in the following formula_BLLess than
Is the target drive wheel speed V for this brake control._BOIs the clip part
Minimum value V set in 144 _BLTo be clipped to
It has become. V_BL= (60 × 2π · N_E・ R) / (1000 ・ ρ_m・ Ρ_d) Where π is the pi.

Then, the above-mentioned target drive wheel speed V _BO for brake control is subtracted from the left and right front wheel speeds V _FL , V _FR detected by the front wheel rotation sensors 77, 78 by subtracting sections 145, 146, respectively, and the front wheel 15 The brake control slip amount deviations S _BL and S _{BR of} 16 are calculated.

Next, the brake control slip amount deviations S _{B L} and S _BR output from the subtracting units 145 and 146 are multiplied by the weighting coefficient K _{B in the} multiplying units 147 and 148, respectively, while the multiplying units are performed. at 149,150 (1-K _B) are respectively multiplied. Then, the adder 151 adds the outputs from the multipliers 147 and 150, and calculates the corrected slip amount deviation S _{FL of} the left front wheel 15. Similarly, the addition unit 1
At 52, the outputs from the multipliers 148 and 149 are added, and the corrected slip amount deviation S _{FR of} the right front wheel 16 is calculated.

As described above, the slip amount deviation S for brake control of the left front wheel 15 is utilized by using the weighting coefficient K _B.
While adding the information of the brake control slip amount deviation S _BR of the right front wheel 16 to the _BL, adding the information of the brake control slip amount deviation S _BL of the left front wheel 15 to the brake control slip amount deviation S _BR of the right front wheel 16 The reason is that the driving force from the engine 11 acts on the weaker braking force of the front wheels 15 and 16 through the differential device 13 and the slip amount of the weaker braking force increases. This is to alleviate the loss.

The above-mentioned corrected slip amount deviation S _FL of the left front wheel 15 is time-differentiated by the differential calculation section 153 to obtain the left front wheel 1
While the rate of change G _SL of the corrected slip amount deviation S _FL of No. 5 is calculated, the corrected slip amount deviation S _FR of the right front wheel 16 is time-differentiated by the differentiator 154 to obtain the corrected slip amount deviation S of the right front wheel 16. The change rate G _{SR of FR} is calculated, and the change rates G _SL and G _SR of the corrected slip amount deviations S _FL and S _FR are clipped to the maximum value of 3.4 g by the clip units 155 and 156, respectively. And the minimum value is clipped to -3.4g.

In this way, the change rates G _SL , G of the corrected slip amount deviations S _FL , S _FR in which the maximum value and the minimum value are clipped.
Brake hydraulic pressure change amount calculation units 157 and 158 based on _SR
Then, from the map as shown in FIG.
Brake fluid pressure change amount Δ, which is the change amount of the brake fluid flowing in or out of the brake cylinders 17 and 18 via
P _L and ΔP _R are read out, respectively. In this case, front wheel 1
In the region where the change rates G _SL and G _{SR of the} corrected slip amount deviations S _FL and S _{FR in} which the slips of 5 and 16 tend to increase are positive, the transmission 12 has two or more shift speeds and other cases. The brake fluid pressure changes ΔP _L and ΔP _R are changed from the middle.

Furthermore, these left and right brake cylinders 1
The brake fluid pressure change amounts ΔP _L and ΔP _R for 7 and 18 are used to calculate the reference valve opening times t _BL and t _BR of the electromagnetic opening / closing valves 24 to 27 corresponding to the brake fluid pressure change amounts ΔP _L and ΔP _R. Output to the conversion units 159 and 160, respectively, and the conversion unit 15
If the brake fluid pressure change amounts ΔP _L and ΔP _R are positive at 9,160, the opening time of the electromagnetic valves 26 and 27 on the supply side is calculated, and the brake fluid pressure change amount ΔP is negative. Occasionally, the valve opening times of the electromagnetic valves 24 and 25 on the discharge side are calculated.

Then, the reference valve opening times t _BL , t _BR are added by the addition units 163, 164 via the switches 161 and 162 for switching the start and end of the brake control to the valve opening correction time Δt _BL , Each is added to Δt _BR ,
The target valve opening times t _L and t _{R of the} front wheels 15 and 16 are calculated and output by the ECU 28 to the electromagnetic opening / closing valves 24 to 27. Δt _BL = −Σt _BI + (1/10) Σt _BO Δt _BR = −Σt _BI + (1/10) Σt _BO where t _BI is the reference valve opening time on the supply side t _BL , t _BR , t _BO is discharge It is the reference valve opening time t _BL , t _BR on the side, and corrects the time delay from the operation of increasing the amount of brake fluid to the brake cylinders 17 and 18 until the actual braking starts.
In this case, the valve opening correction times Δt _BL and Δt _BR are 40 at maximum.
Since the delay can be corrected in milliseconds, the maximum value of these valve opening correction times Δt _BL and Δt _BR is clipped in 40 ms.

The switches 161 and 162 are shown below.
When all the conditions (i), (j), (k), (l), (m), and (n) are satisfied, the control is closed and the brake control is started.

(I) ABS is normal. (j) Manual switch for slip control is on. (k) The required drive torque T _D is the minimum drive torque required to drive the vehicle 81, for example, 4 kgm or more. (l) The rate of change G _FL , G _{FR of the} left and right front wheel speeds V _FL , V _FR calculated by the differential operation units 165, 166 shown in FIG. 26 based on the detection signals from the front wheel rotation sensors 77, 78 is 0. .4g
That is all. (m) The corrected slip amount deviations S _FL , S _FR are not less than 2 km / h and the change rates G _SL , G _SR are not less than 1 g, or the corrected slip amount deviations S _FL , S _FR are not less than 5 km / _h . (n) The ON state of the brake switch (not shown) has been kept for a predetermined time, for example, 100 milliseconds after the ignition key switch 74 is turned on, or the stroke of the brake pedal (not shown) is set in advance after the ignition key switch 74 is turned ON. The state of being equal to or greater than the set predetermined value continues for a predetermined time, for example, 100 milliseconds.

On the contrary, the switches 161 and 162 are opened to stop the brake control when any one of the following conditions (o), (p), (q) and (r) is satisfied.

(O) The accelerator opening θ _A is a predetermined value, for example 2
It is less than 5%. (p) The transition of the idle switch 69 from the off state to the on state continues for 0.5 seconds. (q) The corrected slip amount deviations S _FL and S _FR are kept below -1.5 km / h for more than 1 second. (r) ABS is operating.

In the present invention, when it is estimated that the friction coefficient of the road surface is large when the vehicle 81 is in the starting state, the lower limit value T _{B L} of the reference drive torque T _B set by the variable clip portion 116 is set to, for example, By clipping to 200 kgm, the target drive torque T ₀ is set to a large value, and the retard control and the brake control are stopped for a certain time after the slip control is started, so that the vehicle 81 at the time of starting
The acceleration of is secured.

As shown in FIG. 29 showing the flow of the slip control switching operation according to the present invention, it is judged at step L1 whether or not the slip control flag F _S is set, and the slip control is being performed. The step of L1 is repeated until it is determined that the flag F _S is set, that is, the slip control is being performed.

If it is determined in step L1 that the slip control flag F _S has been set, that is, the slip control is in progress, a certain period of time, for example, after the slip control is started in step L2, It is determined whether 320 milliseconds have elapsed.

If it is determined that 320 milliseconds have not elapsed since the slip control was started in step L2, that is, the slip control has just started,
At step L3, it is determined whether or not the current gear is the first speed.

At this L3 step, the current gear is 1
When it is determined that the vehicle speed is high, it is determined in step L4 whether the corrected longitudinal acceleration G _XF is 0.06 g or more. When it is determined in step L3 that the current gear is not the first speed, it is determined in step L5 whether the current gear is in reverse, and this is reverse. Even when it is determined that there is, the process proceeds to step L4.

Next, since the corrected longitudinal acceleration G _XF is 0.06 g or more in the step L4, the vehicle 81 is accelerating from the first speed or the reverse gear, that is, the vehicle 81 is starting to accelerate. If it is determined that there is, the filter unit 1
09 based on the corrected longitudinal acceleration G _XF output from FIG.
It is determined whether or not the rate of change α _XF of the corrected longitudinal acceleration G _XF calculated by the differential operation unit 169 shown in (4) is 0.8 g or more per second.
The judgment is made in step 6.

At the step L6, the corrected longitudinal acceleration G
_When it is determined that the vehicle 81 is in a rapid acceleration state because the rate of change α _{XF of XF} is 0.8 g / s or more, that is, the vehicle 81 is in a state in which rapid start is possible because the friction coefficient of the road surface is large. Is the corrected longitudinal acceleration G in this L6 step.
_In step L7, it is determined whether or not a predetermined time, for example, 0.7 seconds, has elapsed since it was determined that the rate of change α _{XF of XF} was 0.8 g or more per second.

[0165] Then, the change rate alpha _XF of L7 step in modifying the longitudinal acceleration G _XF of not elapsed 0.7 seconds it is determined that at least every second 0.8 g, i.e. immediately after starting acceleration of the vehicle 81 If it is determined that the change rate alpha _XF modifications longitudinal acceleration G _XF in L8 the step is equal to or less per 0 g.

In this L8 step, the corrected longitudinal acceleration G
_XF rate of change alpha _XF exceeds per second 0 g, i.e. the vehicle 81
If it is determined that the acceleration continues, the retard control is ended in step L9, the brake control is ended in step L10, and further output from the variable clip unit 116 in step L11. The lower limit value T _BL of the reference drive torque T _B is raised to 200 kgm, and the process returns to step L7.

As a result, the vehicle 81 can be controlled even during slip control.
The starting acceleration of the vehicle is not impaired on the way, and the driver's discomfort with slip control can be eliminated.

Incidentally, the corrected longitudinal acceleration is carried out at the step L7.
G_XFRate of change α_XFIs judged to be over 0.8g per second
0.7 seconds have passed, that is, the vehicle 81 starts to accelerate.
If it is judged that the time has passed or if you want to fix it at the step of L8
Forward longitudinal acceleration G_XFRate of change α _XFIs less than 0g / s,
That is, it is determined that the rate of increase in the acceleration of the vehicle 81 has started to decrease.
If yes, the normal slip control is performed. As well
Then, in the step of L2, the slip control is started and 3
20 milliseconds have passed, that is, slip control has started
Since it has been a while since then, the vehicle 81 suddenly started
Even if it is determined that the slip control
From the viewpoint of preventing sudden torque fluctuations due to interruption,
The slip control is continued as it is.

Further, in the step of L4, the corrected longitudinal acceleration G
If it is determined that _XF is less than 0.06 g, or if it is determined that the current gear is not in reverse at step L5, the change rate α _XF of the modified longitudinal acceleration G _XF is determined at step L6. If it is judged to be less than 0.8 g per second,
Since the vehicle 81 is not in the rapid start acceleration, the normal slip control is performed also in these cases.

[0170]

According to the vehicle output control apparatus of the present invention,
When the vehicle is suddenly started and accelerated on a road surface having a high friction coefficient, which does not cause much problem in terms of driving safety, the driving torque of the vehicle is not reduced, so that the vehicle 8 is controlled even during slip control.
The starting acceleration performance of No. 1 is not impaired on the way, and the driver's discomfort with slip control can be eliminated to ensure good maneuverability.

[Brief description of drawings]

FIG. 1 is a conceptual diagram of an embodiment in which a vehicle output control device according to the present invention is applied to a front-wheel drive type vehicle incorporating a manual transmission having five forward gears and one reverse gear.

FIG. 2 is a schematic configuration diagram thereof.

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

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

5 is a block diagram showing a calculation procedure of a target drive torque for slip control together with FIG.

FIG. 6 is a block diagram showing a calculation procedure of a target drive torque for slip control together with FIG.

FIG. 7 is a map showing the relationship between vehicle speed and weighting coefficient.

FIG. 8 is a map showing the relationship between vehicle speed and running resistance.

FIG. 9 is a map showing a relationship between a steering shaft turning angle and a cornering drag correction torque.

FIG. 10 is a map that regulates the lower limit of the reference drive torque after the start of slip control.

FIG. 11 is a graph showing a relationship between a friction coefficient between a tire and a road surface and a slip ratio of the tire.

FIG. 12 is a map showing a relationship between a corrected longitudinal acceleration and a slip correction amount associated with acceleration.

FIG. 13 is a map showing a relationship between lateral acceleration and a slip correction amount associated with turning.

FIG. 14 is a map showing the relationship between vehicle speed and correction coefficient.

FIG. 15 is a flowchart showing a flow of a procedure for selecting lateral acceleration.

FIG. 16 is a map showing a relationship between a slip amount deviation and a proportional coefficient.

FIG. 17 is a map showing a relationship between a vehicle speed and a lower limit value of integral correction torque.

FIG. 18 is a map showing a relationship between each shift speed of the manual transmission and a correction coefficient corresponding to each correction torque.

FIG. 19 is a map showing a relationship between lateral acceleration and a weighting coefficient.

FIG. 20 is a map showing a relationship showing changes in weighting coefficients after the start of slip control.

FIG. 21 is a map showing the relationship between the vehicle speed and the weighting coefficient.

FIG. 22 is a map showing the relationship among engine speed, required drive torque, and accelerator opening.

FIG. 23 is a flowchart showing the flow of slip control.

FIG. 24 is a flowchart showing the flow of a retard angle selection operation.

FIG. 25 is a flowchart showing a procedure of engine output control.

FIG. 26 is a block diagram showing a calculation procedure of an energization time with respect to a solenoid valve for brake control.

FIG. 27 is a map showing the relationship between vehicle speed and correction coefficient.

FIG. 28 is a map showing a relationship between a change rate of a slip amount and a brake fluid pressure change amount.

FIG. 29 is a flowchart showing a flow of operation for switching control conditions.

[Explanation of symbols]

 11 is an engine, 12 is a transmission, 13 is a differential device, and 14 is a vehicle.
Axle, 15 and 16 are front wheels, 17 and 18 are brake cylinders,
19 is a reservoir tank, 20 is a supply / discharge pipe, and 21 is a return pipe.
Pipe, 22 hydraulic pump, 23 supply pipe, 24-27
Electromagnetic on-off valve, 28 is ECU, 29, 30 are rear wheels, 31 is
Combustion chamber, 32 is intake pipe, 33 is intake passage, 34 is slot
Torr valve, 35 is throttle body, 36 is throttle
Axis, 37 is accelerator lever, 38 is throttle lever,
39 is a cable receiver, 40 is an accelerator pedal, 41 is a case
Cable, 42 is a claw, 43 is a stopper, and 44 is a torsion coil.
Ile spring, 45 is a stopper pin, 46 is a torsion coil
Yeah, 47 is an actuator, 48 is a diaphragm, 49
Is a control rod, 50 is a pressure chamber, 51 is a compression coil spring, 52
Is a surge tank, 53 is a connecting pipe, 54 is a vacuum
Link, 55 is a check valve, 56 is piping, and 57 is torque control.
Solenoid valve, 58 is a plunger, 59 is a spring, and 60 is a
Pipe, 61 is a solenoid valve for torque control, 62 is a plunger, 6
3 is a spring, 64 is a fuel injection nozzle, and 65 is a fuel injection power source.
Magnetic valve, 66 is a spark plug, 67 is a crank angle sensor, 6
8 is a throttle opening sensor, 69 is an idle switch,
70 is an air flow sensor, 71 is a water temperature sensor, and 72 is a discharge.
Trachea, 73 exhaust temperature sensor, 74 ignition key
A switch, 75 is TCL, 76 is an accelerator opening sensor,
77 and 78 are front wheel rotation sensors, and 79 and 80 are rear wheel rotation sensors.
A reference numeral 81, a vehicle, 82 a steering wheel, 83 a steering shaft,
Reference numeral 84 is a steering angle sensor, and 85 is a communication cable.
1 is a high vehicle speed selection unit, 102 is a changeover switch, 103
Is a low vehicle speed selection unit, 104 is a multiplication unit, 105 is a multiplication unit, 1
06 is an addition unit, 107 is a differential operation unit, and 108 is a clip
Section, 109 is a filter section, 110 is a torque conversion section, 11
1 is a clip part, 112 is a running resistance calculation part, and 113 is an adder.
Calculator, 114 is a cornering drag correction amount calculator, 1
15 is an addition unit, 116 is a variable clip unit, 117 is subtraction
Section, 118 is a multiplication section, 119 is an acceleration correction section, and 120 is
Adder 121, turn correction unit 122, subtractor 123
Is a lateral acceleration calculation unit, 124 is a filter unit, and 125 is subtraction
Section, 126 is a clip section, 127 is a multiplication section, and 128 is a multiplication section.
A calculation unit, 129 is an integral calculation unit, 130 is a multiplication unit, and 131 is
An adding unit, 132 is a multiplying unit, 133 is a clipping unit, and 134
Is a start / end determination unit, 135 is an average drive wheel speed calculation unit, 1
36 is a multiplication unit, 137 is a low drive wheel speed selection unit, and 138 is a riding unit.
An arithmetic unit, 139 is an addition unit, 140 is a differential operation unit, and 141 is
Differentiating unit, 142 is a multiplying unit, 143 is an adding unit, 144
Is a clip part, 145, 146 is a subtraction part, 147, 148
Is a multiplication unit, 149 and 150 are multiplication units, and 151 and 152 are addition units.
The arithmetic unit, 153 and 154 are differential operation units, and 155 and 156 are clocks.
Lip parts 157 and 158 calculate the amount of change in brake fluid pressure
Part, 159 and 160 are conversion parts, and 161 and 162 are switches.
H, 163, 164 adder, 165, 166 differential operation
Section, 167 is a subtraction section, 168 is a differential calculation section, and 169 is a minute section.
It is a minute calculator. Also, F_SIs a slip control flag, G
_DPIs the rate of change of the slip amount deviation for retard control, G_FIs the front wheel speed
Rate of change, G_FLIs the rate of change in left front wheel speed, G_FRIs the right front wheel speed
Rate of change, G_SDIs the rate of change of slip amount deviation, G_SLIs the left front wheel
Rate of change in corrected slip amount deviation at G, G_SROn the right front wheel
Rate of change in corrected slip amount deviation, G_XAcceleration forward and backward
Degree, G_XFIs the corrected longitudinal acceleration, G_YIs the actual lateral acceleration, G_YEIs
Estimated lateral acceleration, G_YFIs the corrected lateral acceleration, K_BIs weighted
Coefficient, K_MIs a weighting coefficient, K_M1Is the first weighting
Coefficient, K_M2Is the second weighting coefficient, K_M3Is the third weight
Coefficient of attachment, K_PIs the proportional coefficient, K_VIs a weighting coefficient, N
_EIs the engine speed, p_BIs the basic delay amount, p_OIs the target delay angle
Amount, ΔP_LIs the amount of change in brake fluid pressure for the left front wheel, ΔP_R
Is the amount of change in brake fluid pressure for the right front wheel, and r is the effective front wheel
Radius, S_BLIs the slip amount deviation for brake control of the left front wheel,
S_BRIs the slip amount deviation for brake control of the right front wheel, S_DIs
Slip amount deviation, S_DPIs the slip amount deviation for retard control, S
_FLIs the corrected slip amount deviation of the left front wheel, S _FRIs the right front wheel
Slip amount deviation, s is tire slip rate, s_OIs the goal
Slip ratio, T_BIs the reference drive torque, T_BLIs the reference drive
Luk's lower limit, T_CIs cornering drag correction torque
Ku, T_DIs the required drive torque, T_IIs the integral correction torque, T_IL
Is the lower limit of integral correction torque, T_OIs the target drive torque, T_P
Is the proportional correction torque, T_PIIs the correction torque, T_RIs the driving
Anti, t_BLIs the reference opening time for the left front wheel, t_BRFor the right front wheel
Standard valve opening time, t_LIs the target valve opening time for the left front wheel, t_RIs right
Target valve opening time for front wheels, Δt_BLIs when correcting the valve opening for the left front wheel
During, Δt_BRIs the valve opening correction time for the right front wheel, V_AIs the average car
Speed, V_BOIs the target drive wheel speed for brake control, V_BLIs the break
The minimum target drive wheel speed for control, V_EBFor brake control
Estimated drive wheel speed, V_FIs the actual front wheel speed, V_FEIs the estimated front wheel speed, V
_FLIs the front left wheel speed, V_FOIs the target front wheel speed, V_FRIs the front right wheel speed, V
_HIs high rear wheel speed, V_KIs the slip correction amount, V_KCIs slip compensation
Positive amount, V_KFIs the corrected slip correction amount, V_LIs low rear wheel speed, V
_RLIs the left rear wheel speed, V_RRIs the right rear wheel speed, V_SFor slip control
Vehicle speed, W_bIs the body weight, and α_XFIs the corrected longitudinal acceleration
Change rate of, δ_HIs the turning angle, ρ_dIs the differential gear reduction ratio, ρ_KIIs
Correction factor, ρ_KPIs the correction factor, ρ_mIs the transmission gear ratio, ρ_T
Is the torque converter ratio.

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁵ Identification number Office reference number FI technical display location F02D 41/22 325 E 8011-3G 45/00 312 M 7536-3G 330 7536-3G 345 G 7536- 3G (72) Inventor Susumu Nishikawa 5-3-8, Shiba, Minato-ku, Tokyo, Mitsubishi Motors Corporation (72) Inventor Ken Yamazaki 5-33-8, Shiba, Minato-ku, Tokyo In Mitsubishi Motors Corporation

Claims (1)

[Claims] 1. A torque reducing means for reducing a drive torque of a vehicle independently of an operation by a driver, and a reference drive torque setting means for setting a drive torque as a reference of the vehicle based on a traveling speed of the vehicle. Target drive torque setting means for setting a target drive torque of the vehicle based on the peripheral speed of the drive wheels from the reference drive torque set by the reference drive torque setting means, and the drive torque of the vehicle is the target drive torque setting means. In an output control device having an electronic control unit for controlling the operation of the torque reducing means so that the target drive torque set by the torque setting means is achieved, a starting state detecting means for detecting a starting state of the vehicle, and a road surface A road surface μ estimating means for estimating the magnitude of the friction coefficient, and the target drive torque setting means is the start detecting means and the road surface μ estimating means. The output control device for a vehicle wherein said vehicle based on al of the detection signal in which large to set the target drive torque when the friction coefficient of the road surface is estimated to be greater at the start state.