JPH02291463A - Engine output control method for vehicle - Google Patents

Abstract

PURPOSE:To embody the control of high precision by estimating an engine warming-up condition from engine cooling water temperature and a time elapsed after an engine start, and making correction corresponding to the warming-up condition in determining the target degree of the opening of a throttle valve for generating engine output to meet target engine torque. CONSTITUTION:After the conversion 500 of target torque Tphi obtained in the preceding stage for a driving wheel to target engine torque T1 is made, this torque T1 is corrected in sequence with each of correction parts 501 to 505 for torque converter response delay, friction, an external load, an atmospheric condition and an operation condition. In this case, the operation condition correction part 505 estimates an engine warming-up condition from engine cooling water temperature and a time elapsed after an engine start, and calculates a torque correction amount corresponding to the warming-up condition. Then, the calculation 507 of a target air amount A/Nv is made for outputting engine torque T7 after correction. After the correction 508 of the amount A/Nv is made with intake air temperature, the calculation 509 of a target throttle opening degree theta2' is made. On the basis of the opening degree theta2', the calculation 510 of the throttle opening degree theta2 of a sub-throttle valve is made.

Description

DETAILED DESCRIPTION OF THE INVENTION [Object of the Invention] (Industrial Application Field) The present invention relates to a method for controlling the engine output of a vehicle so that the engine output of the vehicle reaches a target engine output.

(Prior Art) Conventionally, an acceleration slip prevention device (traction slip prevention device) has been used as one of the devices to control the engine so that the engine output reaches a predetermined target engine torque. control device)
It has been known.

In such a traction control device,
When acceleration slip of the drive wheels is detected, the slip rate S is controlled so that the coefficient of friction μ between the tires and the road surface is within the maximum range (shaded range in FIG. 18). Here, the slip rate S is [(Vl'-Vl3)/VF] XIOO (
(percentage), and Vl is the width wheel speed of the driving wheels, VB
is the vehicle speed. In other words, when the slippage of the drive wheels increases, the engine output is controlled so that the slip ratio S falls within the shaded range, thereby controlling the friction coefficient μ between the tires and the road surface so that it reaches the maximum range. , which prevents the drive wheels from slipping during acceleration and improves the acceleration performance of the vehicle.

(Problem to be solved by the invention) In such a traction control device,
When a slip of the driving wheels is detected, it is required to control the engine output to a target engine output at which no slip occurs.

Incidentally, the engine output changes depending on the warm-up state of the engine. This is because the combustion state of the engine changes depending on the warm-up state of the engine. Therefore, when controlling the engine output according to the target engine output, it is necessary to consider the warm-up state of the engine.

The present invention has been made in view of the above points, and its object is to provide a throttle valve in an intake passage to a vehicle engine,
In the engine output control device that controls the output of the engine by controlling the opening degree of the throttle valve, the warm-up state of the engine is estimated by detecting the engine cooling water temperature and the elapsed time after engine startup. Target engine torque depending on warm-up condition. An object of the present invention is to provide an engine output control method for a vehicle that can accurately control engine output to a target engine torque by changing a target air amount or a target opening degree of a throttle valve.

[Structure of the Invention] (Means and Effects for Solving the Problems) An engine exhaust system in which a throttle valve is provided in an intake passage to a vehicle engine, and the output of the engine is controlled by controlling the opening degree of the throttle valve. In the NONO control system, a target engine torque calculation means for calculating the [11-vote engine torque that the engine should output], a warm-up state of the engine, an engine cooling water lH and a time elapsed after starting the engine + 1. engine output control for a vehicle, comprising: a throttle valve opening degree calculation means for calculating a throttle valve opening degree from the target engine torque with estimation based on the warm-up state between +i and correction according to the estimated warm-up state; It's a method.

(Embodiment) Hereinafter, an acceleration slip prevention device for a vehicle in which a vehicle engine output control method according to an embodiment of the present invention is adopted will be described with reference to the drawings. FIG. 1 is a block diagram showing an acceleration slip prevention device for a vehicle. The figure shows a front-wheel drive vehicle. is the front right wheel, WPL is the front left wheel, WRR is the rear right wheel, Wl? L indicates the rear left wheel. Further, 11 is a wheel speed sensor that detects the wheel speed VFR of the front right wheel (drive wheel) wpR, and 12 is the wheel speed V of the front left wheel (drive wheel) WPL.
Wheel speed sensor 13 detects PL, 13 is the rear right wheel (
Driven wheel) WRR wheel speed Vl? A wheel speed sensor 14 detects the wheel speed VRI.R of the rear left wheel (driven wheel) WRL. This is a wheel speed sensor that detects. the above. Wheel speed VFR detected by wheel speed sensors 11 to 14,
VPL, VRR, VRI, and are input to the traction controller 15. This traction controller 15 includes an intake air temperature AT detected by an intake air temperature sensor (not shown), an atmospheric pressure AP detected by an atmospheric pressure sensor (not shown), an engine rotation speed Ne detected by a rotation sensor (not shown), and an air flow sensor (not shown). Detected intake air per engine rotation cycle m A/N
s Transmission oil temperature OT detected by an oil temperature sensor (not shown), engine cooling water temperature W T detected by a water temperature sensor (not shown), operating state of an air conditioner switch (not shown), operating state of a power steering switch SW (not shown), not shown The operation state of the idle switch, the engine cylinder internal pressure CP1 detected by the cylinder pressure sensor (not shown), the engine combustion chamber wall temperature CT detected by the combustion chamber wall temperature sensor (not shown), and the engine combustion chamber wall temperature CT detected by the combustion chamber wall temperature sensor (not shown). The excitation current iΦ and the elapsed time τ after engine startup, which is output from a timer (not shown) that counts the time after engine startup, are manually input. The traction control valve 15 sends a control signal to the engine 16 to perform control to prevent the drive wheels from slipping during acceleration. As shown in FIG. 1(A), this engine 16 has a main throttle valve TH whose opening degree θl is controlled by an accelerator pedal.
In addition to m, there is provided a sub-throttle valve THs whose opening degree θ2 is controlled by an opening degree signal θS, which will be described later, from the traction controller 15. The opening degree θ2 of this sub-throttle valve T H s is determined by the traction controller 15.
This is done by the motor drive circuit 52 controlling the rotation of the motor 52ra based on the opening signal θS from the opening signal θS.

In this way, the opening degree θ of the sub-throttle valve T H m
2, the driving force of the engine 16 is controlled. The opening degrees θl and θ2 of the main throttle valve TH+a and the sub-throttle valve THs are detected by throttle position sensors TPSI and TPS2, respectively, and are output to the motor drive circuit 52. Further, the main and sub throttle valves THa. A bypass passage 52b is provided between the upstream and downstream sides of the THs to ensure an intake air amount during idling, and the opening amount of this bypass passage 52b is controlled by a stepper motor 52s. Also,
The main and sub throttle valves THm. A bypass passage 52c is provided between the upstream and downstream sides of the THs, and a wax valve 52W whose opening degree is adjusted according to the cooling water temperature WT of the engine 16 is provided in the bypass passage 52c.

Further, 17 is a wheel cylinder that brakes the front right wheel WPR, and 18 is a wheel cylinder that brakes the front left wheel WPL. These wheel cylinders are normally supplied with pressurized oil when a brake pedal (not shown) is operated. When traction control is activated, pressurized oil can be flooded from another route as described below.

Pressure oil is supplied from the hydraulic power source 19 to the wheel cylinder 17 through an inlet valve 17i, and pressure oil is discharged from the wheel cylinder 17 to the reservoir 20 through an outlet valve 170. Furthermore, pressure oil is supplied to the wheel cylinder 18 from the hydraulic source 19 via an inlet valve 18i, and pressure oil is discharged from the wheel cylinder 18 to the reservoir 20 via an outlet valve 180. . Opening and closing control of the inlet valves 17i and 1811 and the outlet valves 170 and 180 is performed by the traction controller 15.

Next, the detailed configuration of the traction controller 15 will be described with reference to FIG. 2.

In the figure, 11.12 is the driving wheel WPR. The driving wheel speeds VFR and VPL detected by the wheel speed sensors 11 and 12 are both sent to a high vehicle speed selection section 31 and an averaging section 32. The high vehicle speed selection section 31 selects the higher wheel speed of the drive wheel speeds VFR and VPL, and the drive wheel speed selected by the high vehicle speed selection section 31 is output to the weighting section 33. Further, the averaging section 32 calculates an average driving wheel speed (VpR+VPL)/2 from the driving wheel speeds VFR and VI'L obtained from the wheel speed sensors 11 and 12. The calculated average driving wheel speed is output to the weighting section 34. The weighting section 33 selects and outputs the drive wheel WP+? from the high vehicle speed selection section 31. , WFL, whichever is higher, is multiplied by KG (variable), and the weighting unit 34 multiplies the average driving wheel speed averaged by the averaging unit 32 by (1-1 (G)) (variable). The driving wheel speed and average driving wheel speed weighted by the respective weighting sections 33 and 34 are given to an adding section 35 and added, thereby calculating the driving wheel speed VF.

Here, the variable KG is a variable that changes according to the centripetal acceleration GY, as shown in FIG.
is set so that it is proportional to the magnitude of the value up to a predetermined value (for example, 0.1), and becomes "1" above that value.

On the other hand, the driven wheel speeds VRR, Vl? detected by the wheel speed sensors 13 and 14? L is the low vehicle speed selection section 36
and is sent to the high vehicle speed selection section 37. The low vehicle speed selection unit 36 selects the lower wheel speed of the driven wheel speeds VRR and VRL, and the high vehicle speed selection unit 37 selects the lower wheel speed of the driven wheel speeds VRR. VI? The low driven wheel speed selected by the low vehicle speed selection section 36 is sent to the weighting section 38, and the high driven wheel speed selected by the high vehicle speed selection section 37 is sent to the weighting section 38. It is output to the weighting section 39.

The weighting unit 38 selects and outputs the driven wheels WRR, Wl? from the low vehicle speed selection unit 36. The lower wheel speed of L is multiplied by K' (variable), and the weighting unit 39
Driven wheel WR selected and output by the high vehicle speed selection section 37
The wheel speed of R or WRL, whichever is higher, is (1-Kr)
Each of the weighting units 38 and 39
The driven wheel speed weighted by is given to the adding section 40 and added, and the driven wheel speed VR is calculated. The driven wheel speed VR calculated by this addition section 40 is calculated by the multiplication section 40'
is output to. This multiplier 40' multiplies the calculated driven wheel speed VR by (1+α), and through this multiplier 40', the driven wheel speed VRR, Vl? A target drive wheel speed Vφ based on L is calculated.

Here, the variable Kr is a variable that changes between "1" and "0" according to the centripetal acceleration GY, as shown in FIG.

Then, the driving wheel speed V calculated by the adding section 35
F and the target driving wheel speed ■φ calculated by the multiplication section 40' are given to the subtraction section 41.

This subtraction unit 41 subtracts the target drive wheel speed Vφ from the drive wheel speed VP to calculate the slip uDVi′ (VF−Vφ) of the drive wheels Wr'R, Wl'L. The slip amount DVi' calculated by
is given to the adder 42. This adder 42 corrects the slip mDVi' according to the centripetal acceleration GY and its rate of change ΔGY, and the slip correction mVg (see FIG. 5) that changes according to the centripetal acceleration GY is corrected by the slip u correction section. A slip correction amount Vd (see FIG. 6), which is given from 43 and changes according to the rate of change ΔGY of centripetal acceleration GY (see FIG. 6), is given from a slip amount correction section 44. In other words,
The addition section 42 calculates the slip amount D obtained from the subtraction section.
Each slip correction amount Vg, Vd is added to Vi', and the slip QDVi, which is corrected according to the centripetal acceleration GY and its rate of change ΔGY, is calculated by adding the slip correction amount Vg, Vd to Vi' at every sampling time T of 15 ms, for example. The signal is sent to the TSn calculation section 45 and the TPn calculation section 46.

The calculation unit 45a in the T S n calculation N545 calculates the integral correction torque TSn (-ΣKl·DVi) obtained by multiplying the slip m D V i by the coefficient K I and integrating it. ' is sent to the coefficient multiplier 45b. In other words, the above-mentioned } type correction torque TSn' is determined by the amount of the driving wheel W['l? , Wl'L
is a correction value for the drive torque of the drive wheel W PR
, it is necessary to adjust the control gain in accordance with changes in the speed change characteristics of the power transmission mechanism existing between the WFL and the engine 16.
The integral type correction torque "rsn' obtained from step 5a is multiplied by a coefficient GKi that differs depending on the gear position to calculate the integral type correction torque TSo corresponding to the gear position. Here, the above variable K
l is a coefficient that changes depending on the slip amount DVi.

On the other hand, the calculation section 46a in the TPn calculation section 46 calculates the proportional correction torque TPn' (-DVi-Kp) by multiplying the slip amount DVi by the coefficient Kp. Section 46
sent to b. In other words, this proportional correction torque TPn'
Similarly to the above integral correction torque TSn', the driving wheel WP
R. This is a correction value for the drive torque of the WFL, and it is necessary to adjust the control gain according to changes in the speed change characteristics of the power transmission mechanism that exists between the drive wheels WPR, WFL and the engine 16. Coefficient multiplication 'D section 46
In step b, the proportional correction torque TSn' obtained from the calculation section 46a is multiplied by a coefficient G K p that differs depending on the gear position to calculate the proportional correction torque TPn corresponding to the gear position.

On the other hand, the driven wheel speed VR obtained by the addition section 40 is sent to the base torque calculation section 47 as the vehicle body speed VB. The reference torque calculation section 47 first calculates the acceleration GB of the vehicle speed VB in a vehicle acceleration calculation section 47a.
It is sent as F to the reference torque calculation unit 47c. This reference torque calculation unit 47c calculates a reference torque TG (= GB
PXWXRe), and this reference torque TG
is the axle torque value that the engine 16 should originally output.

The filter 47b determines, for example, in three stages how far in time the reference torque TO calculated by the reference torque calculation unit 47c is calculated based on the vehicle body acceleration GB. The vehicle body acceleration GBF is the vehicle body acceleration GBn detected this time and the vehicle body acceleration GB which is the output of the filter 47b up to the previous time.
Pn-1 is calculated according to the current slip ratio S and acceleration state.

For example, if the slip ratio S is currently in the state shown in the range "1" in FIG. 15 while the acceleration of the vehicle is increasing, in order to quickly shift to the state "2", the vehicle body acceleration GBF is the output of the previous filter 47b, G
The latest vehicle acceleration GBF is calculated by averaging BPn-1 and the currently detected GBn with the same weighting using the following equation (1).

GBFn − (GBn+GBPn −1) /2
-(1) For example, if the current acceleration of the vehicle is decreasing and the slip ratio S is S>Sl and shifts to the range 11 "2J - r3J" shown in FIG.
In order to maintain the state of "2" as much as possible, the vehicle body acceleration Gill7 is equal to the previous output GBPn- of the filter 47b.
The following formula (
2).

GBPn = (GBn+ 7 GBPn -1) /
8-(2) Furthermore, for example, when the acceleration of the vehicle is currently decreasing, the slip rate S is S≦81 and the 15th
In the case of transition from "2" to "1" as shown in the figure, in order to return to the state in the range "2" as much as possible, the vehicle body acceleration GB
P is a vehicle body acceleration G that has a value closer to the previously calculated vehicle body acceleration GBPn-1 than when calculated using the above equation (2) by further weighting the previous output GBFn-1 of the filter 47b. OPn is calculated by the following formula (3).

GBPn=(GBn+l5GBPn-1)/10
(3) Next, the reference torque TG calculated by the reference torque calculation section 47 is output to the subtraction section 48.

This subtraction section 48 subtracts the integral correction torque TSn calculated by the TSn calculation section 45 from the reference torque TO obtained from the reference torque calculation section 47, and the subtraction data is further sent to four subtraction sections. Sent. This subtraction section 49 further subtracts the proportional correction torque TPn calculated by the TPn calculation section 46 from the subtraction data obtained from the subtraction section 48, and the subtraction data is applied to the driving wheels Wl'R, Wl. The target torque Tφ of the axle torque that drives the engine torque converter 5 via the switch S1
Sent to 00. In other words, Tφ-TG-TSn-TPn.

This engine torque conversion section 500 converts the drive wheels WPR, W given from the subtraction section 49 via the switch S1.
Target engine torque T! is obtained by dividing the target torque Tφ for FL by the total gear ratio between the engine 16 and the drive wheel axle. It is converted into This target engine torque TI is output to torque converter response delay correction section 501. The torque converter response delay correction section 501 corrects the engine torque TI according to the response delay of a torque converter (not shown) and outputs a target engine torque T2. This target engine torque T2 is output to a T/M (transmission) friction correction section 502.

The T/M friction correction unit 502 includes transmission oil temperature OT-}lux correction mT shown in FIG. m2, the time after starting τ shown in FIG. 22, and the engine cooling water temperature wT. }Characteristic diagram 13 showing transmission oil temperature OT characteristics, engine rotational speed (or transmission rotational speed) N- shown in FIG. One intake air amount integrated value ΣQ
A three-dimensional map-5 showing the torque correction amount T' for the torque correction amount T' is connected.

In addition, this T/M friction capturing section 502 includes a T/M
oil temperature OT, engine cooling water temperature VT, cooling water temperature VTO immediately after engine 16 startup, elapsed time τ after engine 16 startup, vehicle speed Vc, intake air amount Q after engine startup,
Engine or T/M rotational speed N. The travel distance ΣVs after starting the engine is input. The T/M friction correction unit 502 uses the maps a+1, s2. I14. m
5 and the input signal, the warm-up state of the transmission is estimated.

In the T/M friction correction unit 502, since the friction loss in the transmission is greater as the transmission is not warmed up, a torque correction amount Tr corresponding to the friction loss is added to the target engine torque T2, 11 mark engine torque T
3 is required.

The target engine torque T3 is output to the external load correction section 503. This external load correction unit 503 has a map all showing the relationship between the engine rotational speed Ne and the loss torque TI shown in FIG. 25, a map 12 showing the relationship between the bomb oil pressure OP and the loss torque TI shown in FIG. 26, 27th
A map al3 showing the relationship between the battery voltage VL+ and the loss torque TL shown in the figure, a three-dimensional map ml4 showing the relationship between the engine rotational speed Ne and the alternator exciting current iΦ shown in FIG. 28, and a three-dimensional map ml4 shown in FIG. Map I showing alternator efficiency K with respect to excitation current iΦ
15. Torque correction amount T when the air conditioner is turned on
I. A constant storage unit txlG is stored therein. Furthermore, this external load correction section 503 includes an air conditioner switch SW. Engine speed Ne, power steering switch, power steering pump oil pressure OP, battery voltage vb. Alternator excitation current iΦ is input.

This external load capturing section 503 uses the above maps mll to sl4.
When external loads such as the air conditioner, power steering, headlights, etc. change, the torque loss TL due to the external load is added to the target engine torque T3 to obtain the target engine torque T4.

This target engine torque T4 is determined by the atmospheric condition supplementary iE section 504.
is output to. This atmospheric condition correction unit 504 has a map rs of atmospheric pressure AP-torque correction mTp shown in FIG.
21 is connected, and atmospheric pressure AP is input. This atmospheric condition correction unit 504 refers to the map-21 and the atmospheric pressure AP, and performs a torque correction Hi T according to the atmospheric pressure AP.
p is calculated and added to the target engine torque T4 to calculate the target engine torque T5.

Further, the target engine torque T5 is output to the operating condition correction section 505. This operating condition correction section 505 has an engine cooling water temperature νT-torque correction mTV shown in FIG.
Map m31 showing the characteristics, map ■32 showing the elapsed time after engine start-torque correction QTas characteristics shown in Fig. 32, engine ura temperature - torque correction amount T shown in Fig. 33
The map ■33 showing j characteristics is connected, and the engine cooling water arr, engine speed Ne, elapsed time τ after engine start, engine oil temperature OT, combustion chamber wall temperature CT
, intake air amount Q per unit time, and cylinder pressure CP are input.

This operating condition correction unit 505 uses the above maps a31 to a33.
as well as. The warm-up state of the engine is estimated by referring to the input signal, and the less the engine has reached the warm-up state, the harder the engine output will be, so that amount is added to the target engine torque T5 to set the target engine torque. The torque is assumed to be T6.

This target engine torque T8 is determined by the lower limit value setting section 5.
06. This lower limit value setting section 506 has a 16th
A lower limit value Tlira that changes depending on the elapsed time t from the start of traction control or the vehicle speed VB shown in FIG. 1 or FIG. 17 is input. This lower limit value setting section 5
In 06, the lower limit value of the target engine torque T6 is limited by the lower limit value Tl1s, and the target engine torque T7 is
It is output to the target air amount calculation unit 507 as This target engine torque T7 is then output to the target air amount calculation section 507.

As shown in FIG. 34, the target air amount calculation unit 507 is connected with a three-dimensional map of the target air amount (mass) relative to the target engine torque T7-engine rotational speed Ne. Furthermore, "1 standard air amount calculation unit 507 has a coefficient K shown in FIG.
t and the coefficient Kp shown in FIG. 37 are input, as well as the engine rotational speed Ne, intake air temperature AT, and atmospheric pressure AP.

Thereafter, the target air amount calculating section 507 calculates the amount of drifting air (mass m) necessary to output the target engine torque T7. Here, the meaning of "mass" in parentheses as the target air Q (mass) is that the amount of intake air required to burn a certain amount of fuel is considered based on mass. Further, although the expression "target air amount (volume)" is used in the specification, this is because it is the volume of the intake air amount that is controlled by the throttle valve, not the mass. In other words, the target air amount calculation unit 507 calculates the target air amount (mass) per engine rotation for outputting the engine torque T7 in the engine 16.
This is the one that calculates A/No+, and the engine rotation speed is N.
Based on e and the target engine torque T7, the three-dimensional map shown in FIG. 34 is referred to and the target air amount (quality u) A/N+ll is determined.

A/Nm -1' [Nc, T7] Here, A/Nra is the intake air port (mass) per engine revolution, and 1' [Ne, T7] is the engine rotation speed Ne, I' standard engine. This is a three-dimensional map using torque T7 as a parameter.

Further, in the target air amount calculation unit 507, the target air amount (mass m) A/N m is corrected by the intake air temperature AT and atmospheric pressure AP according to the following formula to obtain the target air amount (volume) in the drifting atmospheric condition. It is converted to A/Nv.

A/Nv − (A/No+)/IKt(^T)*
Kp (AP) 1 where A/N v is the intake air m (volume) per engine revolution, and Kt is the intake air temperature (
Kp is a density correction coefficient (see FIG. 38) with atmospheric pressure (AP) as a parameter.

The target air 1 mA/Nv (volume) is sent to the target air amount correction section 508. A correction coefficient Ka' for the intake air temperature A shown in FIG. 38 is input to the target air amount correction section 508. The target air amount correction unit 508 performs correction for the change in intake efficiency due to the intake air temperature 8T, and calculates the target air amount A/NO using the following formula.

A/NO -A/Nv * Ka'
(8T) Here, A/NO is the target air amount after capture, A/Nν is the target air amount before correction, and Iku1'
is the correction coefficient based on intake air temperature (AT) (see Figure 38)
It is.

The above correction is performed for the following reasons.

That is, although the intake efficiency of air into the engine changes depending on the intake air temperature, the intake air temperature AT is the combustion chamber wall temperature CT of the engine.
If it is lower, the intake efficiency will decrease as the intake air expands as it is pumped into the combustion chamber of the engine.

On the other hand, when the intake air temperature AT is higher than the combustion chamber wall temperature CT of the engine, the intake air contracts when sent into the combustion chamber of the engine, so that the intake efficiency increases. Therefore, when the intake air temperature AT is low, the target air amount (volume) is
A larger correction is made by multiplying by the correction coefficient Ka' to compensate for the decrease in control accuracy due to a decrease in intake efficiency, and to take into account that the intake air contracts in the combustion chamber when the intake air temperature AT is high. Then, the target air amount (volume) is multiplied by the correction coefficient Ka' and corrected to a small value, thereby preventing a decrease in control accuracy due to an increase in suction efficiency. In other words, the third
As shown in Fig. 8, when the intake air temperature 8T is higher than the standard intake air temperature ATO, the correction coefficient Ka' is equal to the intake air temperature AT.
The intake air temperature A decreases according to the standard intake air temperature ATO.
When T is low, the correction coefficient Ka/ is set to increase in accordance with the intake air temperature AT.

The target air amount A/NO is determined by the target throttle opening calculation unit 5.
Sent to 09. This target throttle opening calculation unit 509
The map shown in FIG. 39 is connected to , and the opening e1 of the main throttle valve THa detected by the throttle position sensor TPSI is input. In other words, the three-dimensional map in FIG. 39 is referred to and the target air m A/N is determined.
A target throttle opening e2' with respect to the opening el of the main throttle valve THm and the opening el of the main throttle valve THm is determined. The three-dimensional map shown in FIG. 39 is obtained as follows. In other words, the main throttle valve THs opening θI or the sub-throttle valve TH
When changing the opening e2 of s, the intake air amount per engine rotation is grasped as data, and the opening of the main throttle valve THa+ and the sub throttle valve THs corresponding to the intake air amount per engine rotation is determined. This is a map obtained by finding the relationship between θ2.

The target throttle opening θ2' is sent to the opening correction section 510 for the bypass air gourd. During this time, the degree correction section 51
0 is an opening correction coefficient K per step of the stepper motor 52s with the target opening e shown in FIG. 44 as a parameter.
s is done manually. Furthermore, the degree correction unit 510 has a conversion value Sv ( 45) is input.

During this time, the temperature correction unit 510 calculates the amount of air passing through the bypass passages 52b and 52c from the number of driving steps of the stepper motor 52s and the cooling water temperature νT.

Then, an opening degree correction amount Δθ corresponding to this air amount is calculated. Then, in the opening correction section 510, the opening correction amount Δθ is subtracted from the target throttle opening 02' calculated by the target throttle opening calculation section 509. In this way, the target throttle opening degree θ2 of the sub-throttle valve THs is calculated.

On the other hand, the corrected target air amount A/NO outputted from the target air amount correction section 508 is also sent to the subtraction section 513. This subtraction unit 513 calculates the deviation ΔA/N between the target air amount A/NO and the actual intake air = AiN detected at each predetermined sampling time by the air flow sensor. The deviation ΔA/N between the actual air amount A/N and the actual air amount A/N is sent to the PID control unit 514. This P
The ID control unit 507 calculates an opening correction amount Δe2 of the sub-throttle valve THs corresponding to the deviation ΔA/N, and this sub-throttle valve opening correction amount Δe2 is calculated by the adding unit 515.
sent to.

Here, the sub-throttle valve opening correction amount Δθ2 obtained by the above-mentioned PID control unit 5]4 is the opening correction amount Δθp by proportional control, the opening correction amount Δθ1 by integral control, and the opening correction amount Δed by differential control. It is added.

Δθ2−Δθp+ΔθI+Δθd ΔθI)−Kl)(Ne)* Kth (Ne) books ΔA/NΔei−Ki(Nc) books Kth (N(!)
)* Σ (ΔA/N)Δθd4d(Ne)* Kt
h (Ne)*lΔA/N-Δ^oldl where each coefficient Kp, Kl, Kd is a proportional gain with the engine rotational speed Ne as a parameter (see Fig. 40)
, the integral gain (see Figure 41), and the differential gain (see Figure 42), and Kth is the ΔA/N - Δθ conversion gain with the engine rotational speed Ne as a parameter (see Figure 43).
, ΔA/N is the deviation between the target air m A/N O and the actual air amount A/N, and ΔA/N Old is ΔA/N at the previous sampling timing.

The addition unit 515 adds the target throttle opening θ2 corrected by the opening correction unit 510 and the sub-throttle valve opening correction amount Δe2 calculated by the PID control unit 514, and the feedback-corrected 1 1. The opening degree θr is calculated. This target opening θ' is the sub-throttle valve opening signal θS
The signal is sent to the motor drive circuit 52 as a signal. This motor drive circuit 52 is connected to the throttle position sensor T.
Opening degree θ of sub-throttle valve THs detected by PS2
The rotation of the motor 52n+ is controlled so that 2 is equal to the opening corresponding to the sub-throttle valve opening signal θS.

By the way, the wheel speed VRI of the driven wheel? , VRL are sent to the centripetal acceleration calculating section 53, and the centripetal acceleration GY' is determined in order to determine the degree of turning. This centripetal acceleration G
Y' is sent to the centripetal acceleration correction section 54, and the centripetal acceleration G
Y' is corrected according to the vehicle speed.

In other words, GY=Kv-GY'. Here, K v is the vehicle body speed V as shown in FIGS. 7 to 12.
This is a coefficient that changes depending on B.

The wheel speed of the larger driven wheel outputted from the high vehicle speed selection section 37 is determined by the subtraction section 55 as the wheel speed VFR of the driving wheel.
is subtracted from. Further, the higher driven wheel speed output from the high vehicle speed selection section 37 is subtracted from the driving wheel speed VPL in a subtraction section 56.

The output of the subtraction unit 55 is multiplied by KB (0
<I(B<1), and the output of the subtraction section 56 is the output of the multiplication section 5.
8 is multiplied by (1-KB), and then added in an adder 59 to calculate the slip Q of the right drive wheel.
It is said that At the same time, the output of the subtraction section 56 is multiplied by KB in a multiplication section 60, and the output of the subtraction section 55 is multiplied by (1-KB) in a multiplication section 61, and then added in an addition section 62. slip filt D
VPL.

As shown in Fig. 13, the variable KB changes according to the elapsed time from the start of traction control, and when the traction control starts, rO
．． 5 J, and as the traction control progresses, rO. It is set to approach 8 J.

Slip faDVFI of the above right drive wheel? is the differential part 63
The amount of change over time, that is, the slip acceleration Gl? l? At the same time, the slip amount DVFL of the left drive wheel is differentiated by a differentiator 64 to calculate its temporal change amount, that is, the slip acceleration GFL. And the slip acceleration GFI mentioned above? is sent to the brake fluid pressure change amount (ΔP) calculation unit 65, and the GPI? shown in FIG. (GlcoL) The amount of change ΔP in brake fluid pressure for suppressing slip acceleration GPR is determined by referring to the ΔP conversion map. The amount of change ΔP in brake fluid pressure is sent to the ΔPre switching unit 67 via the switch S2, which is controlled to open and close by the start/end determining unit 50, and is used to control the opening and closing of the inlet valve 171 and outlet valve 17o in FIG. 1(A). Time T is calculated. Also,
Similarly, the slip acceleration GPL is the amount of change in brake fluid pressure (
ΔP) is sent to the calculation unit 66 and the G FR shown in FIG.
(CP!,) - The ΔP conversion map is referred to, and the amount of change ΔP in brake fluid pressure for suppressing the slip acceleration CF+ is determined. The amount of change ΔP in the brake pressure is sent to the ΔP-T conversion unit 68 via the switch S3, which is controlled to open and close by the DFI start/end determination unit 50, and is sent to the inlet valve 18I and outlet valve in FIG. 1(A). The opening time T of 18o is calculated. Then, the inlet valve 17 calculated as above
1,181 and the outlet valves 17o, 18o are controlled to open for the opening time T, and the right drive wheel WF+? The brakes are applied to the left drive wheel WPI, and the left drive wheel WPI.

The switches 81 to S3 are opened and closed in conjunction with each other by the start/end determining section 50.

By the way, the slip QDV calculated by the subtraction unit 41
i' is sent to the differentiator 41a, and the pickpocket knob m D V
The temporal change rate ΔDV[' of I' is calculated. The above slip. taDVi' Its temporal rate of change ΔDV
I', the opening degree θ2 of the sub-throttle valve THs, and the output torque Tc of the engine 16 detected by a torque sensor (not shown) are output to the start/end determining section 50. This start/end determination section 50 closes the switches 81 to S3 when the slip amount DVI' and its temporal change rate ΔDV+' and the engine torque Ta are both greater than their respective reference values. When control is started and the opening degree e2 of the sub throttle valve THs becomes larger than a predetermined reference value or DVI' becomes smaller than a predetermined reference value (different from the above reference value), the switch 51 is activated. -5
3 was opened and 111 II was completed.

In addition, in Fig. 14, when applying the brake during a turn H:;, in order to strengthen the braking of the inner drive wheel, the conversion value for the inner wheel during the turn is shown by a broken line a. .

Next, the operation of the vehicle engine output control method according to an embodiment of the present invention configured as described above will be described. In FIG. 1 and FIG. 2, the east wheel speed sensor 13, 1
The wheel speed of the driven wheel (rear wheel) output from the high vehicle speed selection section 36. Low di speed selection section 37, centripetal acceleration calculation section 53
is input.

In the low tonne speed selection section 36, the smaller wheel speed among the left and right widths of the driven wheels is selected, and the high 11 speed selection section 3
In step 7, the wheel speed of the larger one of the left and right driven wheels is selected. When the wheel speeds of the left and right driven wheels are the same in the normal ten straight lines H1, the same wheel speed is selected from the low vehicle speed selection section 36 and the high city speed selection section 37. In addition, the wheel speeds of the left and right driven wheels are input to the centripetal acceleration calculation unit 53, and the turning angle when the vehicle is turning, that is, how steep the turn is, is determined from the wheel speeds of the left and right driven wheels. The degree to which the

Hereinafter, how the centripetal acceleration is calculated in the centripetal acceleration statement calculating section 53 will be explained.

In a front-wheel drive vehicle, since the rear wheels are driven wheels, the vehicle speed at that position can be detected by the t-wheel speed sensor regardless of slip caused by the drive, so Atskerman geometry can be used. In other words, in a steady turn, the centripetal acceleration GY' is GY'wv/r ・
...(4) (V - vehicle speed. Calculated as = turning radius).

For example, when the vehicle is turning to the right as shown in FIG. 19, the turning center is set to MO, and the turning center Mo
When the distance from to the inner wheel side (WRR) is r1, the tread is Δr, the wheel speed of the inner wheel side (WT?I?) is vl, and the wheel speed of the outer wheel side (WRL) is v2. , v2 /vl = (Δr+rl) /rl −
(5).

Then, by modifying the above equation (5), 1/r 1 = (v2 − v l)/Δr −
v I - (6). Then, if the inner ring side is taken as the base, the centripetal acceleration GY' is GY'vl /rl -vl (v2-vl)/Δr-vl-vl (
v2-vl)/Δr-(7).

That is, the centripetal acceleration GY' is calculated by the above equation (7). By the way, when turning, the inner wheel speed vl is smaller than the outer wheel speed v2, so the centripetal acceleration GY' is calculated using the inner wheel speed vl, so the centripetal acceleration GY' is calculated to be smaller than the actual one. be done. Therefore, the coefficient KG multiplied by the weighting section 33 is the centripetal acceleration G
Since Y' is estimated to be small, it is estimated to be small.

Therefore, since the driving wheel speed vF is estimated to be small,
The slip amount DV' (VP-VΦ) is also estimated to be small. As a result, since the target torque TΦ is estimated to be large, the target engine torque is estimated to be large, thereby providing sufficient driving force even when turning.

By the way, at extremely low speeds, as shown in FIG. 19, the distance from the inner wheel side to the turning center MO. The distance is r[, but in a vehicle that understeers as the speed increases, the center of turning shifts to M, and the distance is r(r>
rl).

Even when the speed increases in this way, since the turning radius is calculated as ``l'', the centripetal acceleration GY' calculated based on the above equation (7) is calculated as a larger value than the actual value. Therefore, the centripetal acceleration GY′ calculated in the centripetal acceleration calculation unit 53 is
The centripetal acceleration GY' is multiplied by the coefficient Kv in FIG. 7 so that the centripetal acceleration GY becomes smaller at high speeds. This variable Kv is set to decrease according to the vehicle speed, and may be set as shown in FIG. 8 or 9. In this way, the centripetal acceleration correction unit 54 outputs the corrected centripetal acceleration GY.

On the other hand, as the speed increases, oversteer occurs (r<
(rl) In the vehicle, the centripetal acceleration correction unit 54 performs a correction that is completely opposite to that of the above-mentioned understeered vehicle. In other words, using any variable K v shown in Figures 10 to 12, as the tonne speed increases,
Centripetal acceleration GY calculated by the centripetal acceleration calculating section 53
' is corrected to become larger.

By the way, the smaller wheel speed selected in the low vehicle speed selection section 36 is multiplied by the variable K' in the weighting section 38 as shown in FIG. In 39, the variable (1-Kr
) will be multiplied. The variable K' is, for example, if the centripetal acceleration GY is 0.9
It is set to "1" when the turning becomes larger than g, and becomes "0" when the centripetal acceleration GY becomes smaller than 0.4 g.
is set to

Therefore, for a turn in which the centripetal acceleration GY is greater than 0.9 g, the wheel speed of the lower vehicle speed among the driven wheels output from the low vehicle speed selection section 36, that is, the wheel speed of the inner wheel at the time of selection is selected. be done.

Then, the wheel speeds outputted from the weighting sections 38 and 39 are added together in an adding section 40 to obtain the driven wheel speed V.
I? Further, the driven wheel speed VR is calculated by the multiplier 40'
is multiplied by (1+α) to obtain the target driving wheel speed VΦ.

Further, after the higher wheel speed of the driving wheels is selected in the high vehicle speed selection section 31, the weighting section 33
In this case, the variable K is multiplied by G as shown in FIG. Furthermore, the average vehicle speed of the driving wheels (Vl'R+VPL)/2 calculated in the equalizing section 32 is calculated in the weighting section 34,
(1-KG) and added to the output of the weighting section 33 and the adding section 35 to obtain the driving wheel speed VF. Therefore, when the centripetal acceleration GY becomes, for example, 0.1 g or more,
KG-1, the wheel speed of the larger of the two drive wheels output from the high vehicle speed selection section 31 is output. In other words, when the turning angle of the vehicle increases and the centripetal acceleration GY becomes, for example, 0.9 g or more,
In order to satisfy rKG-Kr=IJ, on the driving side, the wheel speed of the outer wheel side with a higher wheel speed is set as the driving wheel speed vp, and on the driven wheel side, the wheel speed of the inner wheel side with a lower wheel speed is set as the driven wheel speed VR. Therefore, the slip amount DVi'(-Vl'-VΦ) calculated by the subtraction unit 41 is estimated to be large. Therefore, in order to estimate the target torque TΦ to be small, the engine output is reduced, the slip ratio S is reduced, and the lateral force A can be increased as shown in FIG. can be raised to make a safe turn.

The slip amount DVl is added to the slip amount correction section 43 by a slip correction WVg as shown in FIG. Slip QVd is added.

For example, if we assume a turn at a right angle,
In the first half of the turn, the centripetal acceleration GY and its rate of change over time ΔGY take positive values, but in the second half of the turn, the rate of change over time ΔGY of the centripetal acceleration GY takes a negative value. Therefore, in the first half of the curve, the adder 42 adds the slip amount DV i' to the slip correction mV shown in FIG.
g (〉0) and slip correction mVd (〉0) shown in FIG.
) is added to obtain the slip amount DVi, and in the latter half of the curve, the slip correction amount Vg (>0) and the slip correction fiVd (<0) are added to obtain the slip HDVi. Therefore, the slip m D in the latter half of the turn
By estimating V i to be smaller than the slip Q D V i in the first half of the turn, engine output is reduced and lateral force is increased in the first half of the turn, and engine output is recovered more than in the previous ten in the second half of the turn. This is done to improve the acceleration of the vehicle.

In this way, the corrected slip iilDVi is sent to the TSn calculation unit 45 at a sampling time T of, for example, l5+as. In this TSn calculating section 45, the slip mDVi is multiplied by a coefficient Kl and integrated to obtain a correction torque T S n.

That is, the correction torque obtained by correcting the slip amount DVi, that is, the integral type correction 1.times.Lux TSn is obtained as TSn=GKi ΣKl-DVI (Kl is a coefficient that changes depending on the slip amount DVi).

Further, the slip W D V i is sent to the TPn calculation unit 46 at every sampling time T, and the correction torque T P
n is calculated. That is, the correction torque corrected by the slip m DVI, that is, the proportional correction torque TPn is obtained as TPn - GKp DVI - Kp (Kp is a coefficient).

Also, the coefficients GK1 . At the time of upshifting, the value of GKp is switched to a value corresponding to the gear position after the shift after a set time from the start of the shift. This is because it takes time from the start of shift to when the gear is actually changed and the shift is completed, and when the above-mentioned coefficients GKi and GKp corresponding to the high gear after shifting are used at the time of shift up, the above-mentioned correction torque is TSN
．． Since the value of TPn corresponds to the above-mentioned high speed gear, it becomes smaller than the value before the start of the shift even though the actual shift has not finished, and the target torque TΦ becomes large, inducing slip and causing control failure. This is to ensure stability.

Further, the driven wheel speed VR outputted from the addition section 40 is manually inputted to the base torque calculation section 47 as the vehicle body speed VB. Then, the vehicle body acceleration calculating section 47a calculates the acceleration VB (GB) of the vehicle body speed. Then, the acceleration GI3 of the vehicle body speed calculated in the vehicle body acceleration calculating section 47a is filtered by one of the above formulas (1) to (3) by the filter 47b, and the GI3F is applied according to the state of the acceleration CAD. I try to keep it in the optimum position.

1, if the current acceleration of the vehicle is increasing and the slip ratio S is in the state shown in the range "1" in FIG. As shown in equation (1), the vehicle body acceleration GBF is calculated by combining the previous output of the filter 47b, GBPn-I, and the current output, Gl.
3n and averaged with the same weight to obtain the latest vehicle acceleration Gl.
) Pr+.

Also, for example, when the acceleration of the vehicle is currently decreasing, the slip ratio S is S>Sl and the range "2" shown in FIG. 15 →
In the case of shifting to "3", the range "2" should be used as much as possible.
” In order to maintain the state, the vehicle acceleration GBI? is calculated as the previous vehicle body acceleration GBl'n by weighting the previous output of the filter 47b as shown in equation (2) above.

Furthermore, for example, when the acceleration of the vehicle is currently decreasing, the slip rate S is within the range r2J shown in FIG. 15 when S≦81.
- In the case where the transition to rlJ occurs, in order to return to the state in the range "2" as much as possible, the vehicle body acceleration GBF is determined by placing a large weight on the previous output of the filter 47b, as shown in equation (3) above. Then, the previous vehicle body acceleration GBFn is calculated.

Then, the reference torque calculation unit 47c calculates the reference torque TG (-GBPXWXRe).

Then, the base torque TG and the integral correction torque T
Subtraction with Sn is performed in a subtracting unit 48, and the proportional correction torque TPn is further subtracted in four subtracting units. In this way, the target drive shaft torque TΦ is calculated as TΦ=TG - T Sn - T Pn.

This target drive shaft torque TΦ is input to the engine torque converter 500 via the switch S1, and is divided by the total gear ratio between the engine 16 and the drive wheel axle to calculate the target engine torque Tl. This target engine torque Tl is corrected for the response delay of the torque converter in a torque converter response delay correction section 502, and is set as a target engine torque T2. This target engine torque T2 is T/M
The torque is sent to the friction correction section 502, where it is corrected for friction in the transmission interposed between the engine and the drive wheels, and is set as the target engine torque T3.

The T/M friction correction unit 502 estimates the warm-up state of the T/M and corrects the target engine torque T3 using the first to fourth methods described below.

<First method of T/M friction correction> This first method detects the T/M's Uraki OT with an oil temperature sensor,
If this oil temperature OT is small, the friction is large, so the map shown in Fig. 20 is referred to and the torque correction port T
' is added to the 1:1 standard engine torque T2. In other words, T3 - T2 +Tr(OT). In this way, since the torque correction amount Tf due to friction is determined according to T/M oil;=or, the target engine torque can be corrected with high accuracy with respect to T/M friction.

<Second method of T/M friction correction> Engine 16
The cooling water temperature WT is measured with a sensor i111, and from this T/
The warm-up state (ura temperature) of M is estimated and the torque is corrected.

In other words, T3 −72 +Tr(WT). Here, the torque correction mTr(WT) is determined by referring to a map (not shown) and adjusting the engine cooling water iR.
The lower W'r is, the lower the T/M oil temperature OT is estimated to be, and the torque correction amount Tr is set to be larger. In this way, since the T/M friction is estimated from the engine coolant temperature wT, it is possible to correct the T/M friction without using a sensor that detects the T/M ura temperature OT. .

<Third method of T/M friction correction> The map in FIG. 21 is referred to based on the cooling water temperature WTO immediately after the engine 16 starts and the real-time cooling water temperature WT, and the torque correction amount T' is calculated as the target engine torque T2. is added to the target engine torque T3. In other words, T3 −T2 +Tr (XT) XT= WT+ KO* (WT- VTO
). Here, XT is T/M's estimated Ura in, KO
is the ratio of the temperature increase rate of the engine cooling water aw'r to the temperature increase rate of the T/M oil. This estimated oil temperature XT,
The relationship between the oil temperature O'r of the engine cooling water temperature WT1T/M and the elapsed time after engine startup is shown in FIG. As shown in FIG. 22, the change in the estimated time XT by 1f over the elapse of the starting time is almost equal to the change in the ura temperature OT as the starting time elapses. Therefore, even without using the Uranobu sensor, the oil temperature is accurately monitored and the T/M friction is estimated, thereby correcting the [I standard engine torque].

<Fourth method of T/M friction correction>1'3-T2+Tf'(WT)*I1-Kas(r
)tKspeed(Vc)1. Here, K ; t s is a tailing coefficient due to time after startup (r) (a coefficient that gradually approaches 0 as time passes after startup)
, Kspced indicates a tailing coefficient depending on the vehicle speed (a coefficient that gradually approaches 0 as the vehicle speed increases). In other words, if a sufficient amount of time has passed after starting the engine or if the vehicle speed has increased, the {...} term becomes 0.
” approach. Therefore, if sufficient time has passed after starting the engine or if the vehicle speed has increased, the T/
The torque correction amount Tf' due to the friction of M is eliminated.

In this way, the warm-up state of the transmission is determined by the engine coolant temperature. Since it is estimated from the elapsed time after starting and the vehicle speed, even if the warm-up state is not directly detected from the transmission, if the friction of the transmission changes depending on the warm-up state of the transmission,
Since the target engine torque T2 is corrected to increase by the torque T' corresponding to the friction, the engine torque can be controlled with high precision.

<Fifth method of T/M friction correction> The output is corrected based on the rotational speed N of the engine or T/M, and the map in Figure 23 is referred to based on the rotational speed N. Based on this, torque correction QTr is calculated.

In other words, T3 -72 +"lN' (N). This is because as the rotational speed N of the engine or T/M increases, the friction loss increases.

In addition, by multiplying the torque correction mTI' (N) based on the rotational speed N of the engine or T/M by the correction coefficient KL (OT) based on the oil temperature OT of the T/M, the target engine The torque T3 may also be calculated. In other words, T3 -72 +TI' (N) * KL (OT
), by changing the torque correction amount Tr not only by the rotational speed N but also by the torque mOT, it is possible to set the target engine torque T3 with higher accuracy.

In this way, the transmission friction is estimated according to the rotational speed of the transmission or engine, so even if the rotational speed of the transmission or engine changes and the transmission friction changes, the target engine torque T
2. By increasing the torque Tr corresponding to the friction mentioned above and setting it as the target engine torque T3, even if the friction of the transmission changes according to the rotational speed of the 1. transmission, the engine output can be accurately adjusted to the target engine torque. Torque can be controlled.

<Sixth method of T/M friction correction> This method estimates the warm-up state of the transmission from the cooling water temperature VT of the engine 16 and the integrated value of intake air f1Q per unit time after engine startup, and calculates the correction torque. This is the way to get it.

In other words, T3 -72 +TI'(WT)Il1-Σ(Kq*Q
)], the target engine torque T3 is obtained. Here, Kq is a coefficient that converts the intake air amount into loss torque, and is set to KQ - KQI when the clutch is off or in an idling state where the idle SW is on, and is set to Kq - KQO ( >Kql).

In the above formula, the intake air amount Q per unit time after the engine starts is multiplied by the coefficient K9 and integrated to obtain Σ( K q
*Q) is obtained, and the product of {1-Σ(Kq*Q)) and the torque correction RTW (WT) based on the engine cooling water temperature vT is added to the target engine torque T2. By doing this, when the vehicle is suddenly accelerated after the engine starts and the intake air amount Q per unit time increases rapidly, that is, even if the engine coolant temperature WT is low, the transmission is sufficiently warmed up and the T /M When friction correction is not necessary, the {...} term is immediately set to "0" to eliminate unnecessary torque correction. In addition, since Kq is set to a small value during idling, the transmission is not warmed up sufficiently even if the idling continues, so the cumulative intake air mQ per unit time may be lower than the actual value. It is estimated to be as small as possible, and the torque correction flit T' based on the engine cooling water temperature is utilized. In this way, even if the idling state continues, the T/M friction correction is performed by leaving the Tf (WT) term. Note that the integrated intake air amount Q per unit time is calculated based on the intake air m A /N per one engine cycle.

Further, the T/M friction torque Tf' may be calculated using a three-dimensional map shown in FIG. 24.

In this case, the target engine torque T3 is expressed as shown below. In other words, T3 −T2 +Tr (T, Σ
Qa) By the way, in FIG. 24, Tr is set to be "0" when ΣQa exceeds a certain value. This is T when the sum of intake air amount 1 exceeds a certain value.
This is because it is determined that the T/M oil has been sufficiently warmed to eliminate T/M friction.

In this way, the warm-up state of the T/M is estimated based on the engine cooling water temperature and the integrated value of the intake air amount after engine startup, and the torque correction ffiTI is adjusted according to the estimated warm-up state of the T/M. ' is changed, so even if the warm-up state is not detected directly from the transmission,
The engine output can be accurately controlled to the target engine torque.

Furthermore, since the integrated intake air amount is underestimated during idling, it is possible to accurately grasp the phenomenon in which the T/M does not reach the warm-up state even if the idling continues.

In other words, when the vehicle continues to be idling, the torque correction IuTr is estimated to be larger than when the vehicle is not idling.

<Seventh method of T/M friction correction> Engine 16
The torque correction amount Tr is determined based on the cooling water temperature VT or the ura temperature of the engine 16 and the travel distance ΣVs after engine startup.
seek. That is, T3 −T2 +rl'(WT)*
(1-Σ(Kv*Vs)1 where Kv is the traveling distance 1i
It is a coefficient that converts (-ΣVs) into output correction, and is set to Kv - Kvl in an idling state where the idle SW is on or the clutch is off,
In other cases, Kv = Kv2 (>Kvl).

In the above formula, Σ(Kv*vs) is obtained by multiplying the traveling distance ΣVs after engine start by the correction coefficient Kv and calculating the torque correction amount based on {1-Σ(KvtVs )l and the engine cooling water temperature VT. The product multiplied by T'(IIIT) is added to the target engine torque T2.

By doing this, when the vehicle travels after the engine starts and its mileage increases, the {...} term becomes "0".
” and eliminates unnecessary torque correction.

In addition, since the load on the transmission is small in the idling state, the temperature of the transmission's temperature increases moderately. Therefore, torque losses in the transmission only gradually decrease.

Therefore, in the idling state, Kv is set to a small value so that the {.

In this way, even if the warm-up state of the transmission is not detected directly from the transmission using a transmission oil temperature sensor or the like, the warm-up state of the transmission can be estimated based on the engine cooling water temperature and the distance traveled after the engine is started.
Since the torque correction amount Tr is changed according to the estimated warm-up state of the transmission, the engine output can be accurately controlled to the target engine torque. Furthermore, since the mileage is not accumulated during the idling state, it is possible to accurately grasp the phenomenon in which the transmission does not reach the warm-up state even if the idling state continues.

Next, the target engine torque T3 output from the T/M friction correction section 502 is sent to the external load correction section 503, and if there is an external load such as an air conditioner, the target engine torque T3 is corrected and the target engine The torque is assumed to be T4. This correction by the external negative CI correction unit 503 is performed by one of the first to third methods described below.

First method for correcting external load> The target engine torque T3 is corrected according to the air conditioner load to become the target engine torque T4. In other words, T4 - T3 +TL. Here, TL is set to a constant value when the air conditioner is on, and is set to "0" when the air conditioner is off. In this way, when there is an air conditioner load, the loss torque TL corresponding to the air conditioner load is added to the target engine torque T3 to obtain the target engine torque T4, thereby preventing a decrease in engine output due to the air conditioner load. There is.

Also, focusing on the fact that the size of the air conditioner load changes according to the engine rotation speed Nc, the loss torque TL according to the engine rotation speed Np is stored in a map as shown in FIG. The engine torque T4 may also be calculated.

In other words, T4 - T3 + TL (Ne) It's good as well.

Second method of external load correction> The target engine torque T is adjusted according to the power steering load.
3 is corrected and set as the target engine torque T4. In other words, T4 - T3 +TL. Here, TL is set to a constant value when the power steering is on, and is set to "0" when the power steering is off. In this way, when there is a power steering load, the loss torque TL corresponding to the power steering load is added to the target engine torque T3, and the target engine torque T4 is
This prevents the engine output from decreasing due to power steering load.

Also, focusing on the fact that the magnitude of the power steering load changes according to the power steering pump oil pressure OP, the loss torque TL according to the power steering pump oil pressure OP is stored in a map as shown in FIG. Alternatively, the engine torque T4 may be calculated. In other words, it may be T4 - T3 +TL (OP).

m3 method of external load correction> The target engine torque T3 is corrected according to the load on the engine due to alternator power generation to obtain the 1j target engine torque T4. In other words, the load on the engine such as headlights and electric fans fluctuates, and the amount of power generated by the alternator goes up and down.

Therefore, by detecting the battery voltage and the excitation current of the alternator, the amount of power generated by the alternator is estimated, and the load on the engine is estimated.

When the battery voltage is set to b, the 1-1 standard engine torque T4 is as follows.

T4 −T3 +TI− (VJ) Here, loss torque TI. (Vb) has a relationship with the battery voltage vb as shown in FIG. That is, when the battery voltage vb is low, it is estimated that the electrical load is large, so the loss torque TL is increased, and the target engine torque T4 is increased.

Further, the target engine torque T4 is obtained by adding the loss torque using the alternator excitation current (iΦ) as a parameter. That is, T4 −T3 +TL
It is calculated as (iΦ). Here, the IM lost torque TI is determined with reference to the map shown in FIG.

Also, from the characteristic diagram shown in FIG. 29, the engine rotation speed Ne
The target engine torque T4 may be calculated from the following equation by obtaining the alternator efficiency correction amount I(.

T4 −T3 +TI. (iΦ) x K (Ne)
In addition, in the above two equations, alternator excitation current i
Although the torque compensation IE amount is obtained by detecting Φ, the alternator generated current (charging current) may be used instead of the alternator excitation current iΦ.

In this way, the engine output can be accurately controlled to the target engine torque even when the load on the engine such as headlights and electric fans fluctuates and the alternator power generation goes up and down, causing the engine output to fluctuate.

Target engine 1/lux T4 calculated as above
is sent to the atmospheric condition correction section 504, and the target engine torque T4 is corrected based on the atmospheric pressure to become 1-1 standard engine torque T5. That is, T5 −T4 +Tp
(AP) Here, Tp is the amount of torque capture 1F shown in the map of FIG. In other words, in areas with low atmospheric pressure such as highlands, this method helps reduce bombing loss and back pressure.
The target engine torque T5 corrected based on the atmospheric pressure is sent to the operating state correction section 505, and the target engine torque T5 is corrected according to the operating state of the engine, that is, the warm-up state, and becomes the target engine torque T6. . Hereinafter, first to third methods for determining the operating state correction according to the warm-up state of the engine 16 will be described.

First method for correcting engine operating conditions> The target engine torque T6 is calculated based on the engine coolant temperature VT.The map in FIG. 31 is referred to and torque correction m T W is performed according to the engine coolant temperature WT. is added to the target engine torque T5 to obtain the target engine torque T6. That is, T6 - T5 + TIf (VT). As shown in FIG. 31, the lower the cooling water temperature VT, the less the engine 16 is warmed up, so the torque correction ffiTV is increased.

In addition, the above torque correction mTV is changed to engine cooling water inWT.
It is also possible to create a map (not shown) using the engine speed Ne and the engine rotation speed Ne. That is, T6 −T5 +TV
(WT. Ne).

In this way, the warm-up state of the engine is estimated based on the engine cooling water temperature, so the warm-up state of the engine can be accurately grasped, and the target engine torque can be corrected according to the warm-up state of the engine. Therefore, the engine output can be controlled to the target engine torque in any warm-up state of the engine.

Second method for correcting engine operating conditions> This second method adds a torque correction amount Tas(τ) according to the time τ after engine startup to the target engine torque T5 as shown in FIG. As a result, the target engine torque T6 is obtained. In other words, T6 −75 +Tas(r). In this way, the warm-up state of the engine is estimated based on the elapsed time τ after engine startup.

Alternatively, the torque correction amount Tas may be determined using a three-dimensional map (not shown) determined based on the time τ after engine startup and the cooling water temperature VT. That is, T O − T 5 + Tas (r, WT
) may also be used. By using such a map, the cooling water temperature νTO at the time of startup is measured, and the torque correction mTas is determined according to the elapsed time τ, and the torque correction is performed by measuring the cooling water temperature WT at the elapsed time τ. fa T
Alternatively, as may be determined.

In addition, torque correction uT according to engine cooling water temperature νT
The torque correction amount is obtained by multiplying I1 (ν1゛) and the elapsed time τ after engine start by the parameter correction coefficient Kas (τ), and this is added to the target engine torque T5 to obtain the target engine torque T6. You can also do it.

That is, T6 −T5 +TV (WT) * Kas (T
) may also be used.

Here, TV (VT) is a torque correction amount according to the engine coolant temperature vT, and Kas (τ) is a correction coefficient according to the elapsed time τ after engine startup.

In this way, fluctuations in engine output are estimated by estimating the warm-up state of the engine based on the engine cooling water temperature and the elapsed time after engine startup, and the target engine torque is corrected. The engine output can be controlled to the target engine torque in any warm-up state.

<Third Method of Correcting Engine Operating Conditions> In this third method, the torque correction amount Tj is determined from the Ura-on OT of the engine with reference to the map shown in FIG. 33. That is, it is calculated as T6 - T5 + Tj (OT). In this way, the engine cooling water temperature WT is estimated from the engine oil temperature OT to detect the warm-up state of the engine.

Note that the torque correction amount Tj may be obtained using a three-dimensional map of the engine oil temperature OT and engine rotational speed NO (not shown). In other words, T6 −75 +Tj
(OT. Nc) may also be used.

In this way, by detecting the temperature of the engine well, which increases as the engine rotates, the warm-up state of the engine is detected and the target engine torque is corrected. It is possible to control the engine output to the target engine torque even in the current state.

Fourth method for correcting engine operating conditions This fourth method uses the combustion chamber wall temperature CT, the integral value ΣQ of the intake air amount Q per unit time. The target engine torque T is determined by the cylinder pressure CP.
5 is corrected to obtain the target engine torque T6. In other words, TG-75 +Tc (CT/CTro)
*Kcp (cp/cpO) *l 1
−KQ * Σ (Q) ).

Here, CT is the combustion chamber wall temperature of the engine, CTO is the combustion chamber wall temperature at engine startup, and Tc is the ratio of the engine combustion chamber wall temperature C' to the combustion chamber temperature CTO at engine startup (CT/CTO). ), cp is the cylinder pressure of the engine, CPO is the cylinder pressure at engine start, Kcp is the cylinder pressure CP above and cylinder pressure CP at engine start.
A correction coefficient based on the ratio (CP/CPO) to O, Kq is a coefficient that converts the integrated value of the intake air amount after starting into a torque correction coefficient.

In this way, the warm-up state of the engine is detected based on the combustion chamber wall temperature, the integrated value of the intake air amount after engine startup, and the cylinder pressure, and the target engine torque is corrected. The engine output can be controlled to the target engine torque under any conditions.

As described above, the target engine torque TO after being corrected according to the engine operating conditions is determined by the lower limit value setting unit 506.
In this case, the lower limit value of engine torque is limited. In this way, by controlling the lower limit value of the target engine torque T6 with reference to FIG. 16 or FIG. 17, it is possible to prevent the target engine torque from being too low and causing an engine stall.

The target engine torque T7 outputted from the lower limit value setting section 506 is sent to the target air amount calculation section 507, where the target air amount (mass) A/N+a for outputting the target engine torque T7 is calculated. .

The target air amount calculation unit 507 refers to the three-dimensional map shown in FIG. 34 from the engine rotation speed Ne and the target engine torque Tel, and calculates the target air amount (mass m) A/Nm
is required. In other words, A/Nm = f [Ne
, T7 ].

Here, A/N ts is the intake air amount (mass) per intake stroke, and f [Ne, T7 ] is a three-dimensional map using the engine rotational speed Ne and the target engine torque T7 as parameters.

Note that A/N m may be calculated by multiplying the engine rotational speed Ne by a coefficient Ka as shown in FIG. 35 and the target engine torque T7, that is, A/Na = Ka (Ne) * T7. Furthermore, Ka(Ne) may be used as a coefficient.

Further, in the target air amount calculation unit 507, the intake air amount (mass) A/Nn+ is corrected based on the intake air temperature and atmospheric pressure, and the intake air amount (volume) A/Nn+ is corrected based on the intake air temperature and atmospheric pressure.
It is converted to Nv.

In other words, A/Nv − (A/No+)/lKt(AT)*Kp
(AT) is set to 1. Here, A/Nv is the amount of intake air (volume) per engine revolution, KL is the density correction coefficient using the intake air temperature (AT) as a parameter as shown in Figure 37, and Kp is the density correction coefficient as shown in Figure 38. This shows the density correction coefficient using atmospheric pressure (8T) as a parameter.

Target intake air m A /Nv calculated in this way
(Volume) is corrected by the intake air temperature in the target air amount correction unit 508, and is set to the target air mA/NO.

In other words, A/NO - A/Nv * Ka' (AT).

Here, A/No is the target air amount after correction, A/N
v is the target air amount before correction, and Ka/ is the correction coefficient (Fig. 38) based on the intake air temperature (8T).

In this way, the target air amount A/Nv (volume) is converted to the intake air temperature (A
By correcting the target air amount A/NO using T), even if the intake air temperature (AT) changes and the intake efficiency into the combustion chamber of the engine changes, the target air amount A/NO to the combustion chamber can be corrected. It is possible to send air with high precision and achieve the target engine output with high precision.

Thereafter, the target air mA/NO output from the tEl standard air amount correction section 508 is sent to the target throttle opening calculation section 509, and the three-dimensional map in FIG. 39 is referred to to determine the opening θl of the main throttle valve THII. The opening degree θ2 of the sub-throttle valve THs with respect to the target air amount A/NO is determined. The opening degree θ2' of this sub-throttle valve THs is determined by the opening degree correction section 510.
and the bypass passage 52b shown in FIG. 1(B),
The opening degree Δθ corresponding to the amount of air passing through 52c is subtracted to obtain the opening degree e2 of the sub-throttle valve THs.

By the way, the above Δe is obtained by the following formula.

In other words, Δe−Ks (e) iF (Ss +Sv (
WT)) Here, the coefficient Ks (Fig. 44) is calculated by Isc (not shown) using the target opening e as a parameter.
The opening correction amount per step of the step motor 52s controlled by the speed φ controller), Ss is the number of steps of the step motor 52s, SV (Figure 45)
is a conversion value for converting the opening degree of the wax valve 52W using the engine cooling water temperature WT as a parameter into the number of steps of the step motor 52s.

By the way, the corrected target air ffiA/No outputted from the target air amount correction section 508 is sent to the subtraction section 513 and is sent to the air flow sensor at every predetermined sampling time.
The difference ΔA/N from the current air mA/N detected at is calculated. This ΔA/N is sent to the PID control unit 514, PID control is performed based on ΔA/N, and an opening degree correction amount Δe2 corresponding to ΔA/N is calculated. This opening correction amount Δe2 is added to the target throttle opening θ2 in an adding section 51 to calculate a feedback-corrected target opening er at every predetermined sampling time.

It is assumed that er = θ2 + Δe2. Here, the opening correction amount Δθ is the opening correction amount Δθp by proportional control, and the opening correction amount Δθl by integral control.
This is the addition of the opening degree correction amount Δθd based on 1-differential control. In other words, Δθ so-called Δθp+Δe1+Δθd.

In two places, ΔθpKp(Ne)* KLh (Ne)*Δ^/NΔ
eiKl (Ne) * KLh (Ne) * Σ (ΔA
/N)Δed”Kd(Ne)* Ktl+ (Ne)*
The above PID control unit 5 as lΔAharΔA/Noldl
14. Here, Kp, Kl, Kd
are proportional, integral, and differential gains with the engine rotational speed Ne as a parameter, and their characteristic diagrams are shown in FIGS. 40 to 42. Also, Kth is the ΔA/N → Δe conversion gain using the engine speed NO as a parameter (Fig. 43), and ΔA/N is the target air amount A/NO. The deviation from the current air amount A/N after IPJ, ΔA/N Old is 1
This is ΔA/N at the previous sampling timing.

The target opening degree θr determined as described above is sent to the motor drive circuit 52 as a sub-throttle valve opening signal θS. This motor drive circuit 52 controls the rotation of the motor 52m so that the opening degree θ2 of the sub-throttle valve THs detected by the sensor TPS2 corresponds to the opening degree signal es.

Incidentally, the higher driven wheel speed output from the high vehicle speed selection section 37 is subtracted from the wheel speed VFR of the driving wheels in the subtraction section 55. Further, the higher driven wheel speed output from the high vehicle speed selection section 37 is subtracted from the driving wheel speed VFL in a subtraction section 56.

Therefore, the outputs of the subtraction units 55 and 56 are estimated to be small to reduce the number of times the brake is used even during turning, and the slip of the driving wheels is reduced by reducing the engine torque.

The output of the subtraction unit 55 is multiplied by KB (0
<KB<1), and the output of the subtraction section 56 is outputted to the multiplication section 58.
After being multiplied by (1-KB) in the adding section 59, it is added to calculate the slip of the right drive wheel Eik DV FR
It is said that At the same time, the output of the subtraction section 56 is multiplied by KB in a multiplication section 60, and the output of the subtraction section 55 is multiplied by (1-KB) in a multiplication section 61, and then added in an addition section 62 to produce the output of the left driving wheel. Slip QDVPI.

As shown in FIG. 13, the variable KB changes according to the elapsed time t from the start of traction control, and when the traction control starts, rO. 5 J, and as the traction control progresses, rO. It is set to approach 8J. In other words, when reducing the slip of the driving wheels by braking, it is possible to apply the brakes to both wheels at the same time when braking is started, thereby reducing the unpleasant steering shock that occurs when braking is started on a split road, for example. . On the other hand, brake control is continued and
The above KB is rO. The operation when 8 J is reached will be explained. In this case, when slip occurs in only one drive wheel, brake control is performed by recognizing that slip has occurred in the other drive wheel by 20% of that of the one drive wheel.

This is because if the brakes on the left and right drive wheels are completely independent, when only one drive wheel is braked and its rotation is reduced, the action of the differential causes the opposite drive wheel to slip and apply the brakes. This is because it is undesirable to be turned around. Slip amount of the above right drive wheel D V P
I? is differentiated in the differentiator 63 to obtain the temporal eclipse amount, that is, the slip acceleration Gl? l? is calculated, and the slip amount D V FL of the left driving wheel is calculated by the differentiation section 6.
4 to calculate the amount of change over time, that is, the slip acceleration GPL. Then, the slip acceleration GPR is sent to the brake fluid pressure change amount (ΔP) calculation unit 65, and is calculated as G l'R (G FL) as shown in FIG.
The brake fluid pressure change point ΔP for suppressing the slip acceleration GPR is determined by referring to the ΔP conversion map.

Furthermore, the above change ΔP is calculated by the ΔP-T conversion unit 67 which calculates the opening time T of the inlet valve 171 and the outlet valve 17o when the switch S2 is opened, that is, when the start/end determination unit 50 determines that the control start condition is satisfied. given to. In other words, is the valve opening time T calculated by the ΔP-T converter 67 equal to the right drive wheel WFI? The brake operation time is FR. Similarly, the slip acceleration GP
L is sent to the brake fluid pressure change amount (ΔP) calculation unit 66, and the Gr'R (G port,) - ΔP conversion map shown in FIG. 14 is referred to, and the brake fluid is calculated to suppress the slip acceleration GFL. The amount of change ΔP in pressure is determined.

This amount of change ΔP is when the switch S3 is opened, that is, when the start/
It is given to the ΔP-T conversion unit 68 which calculates the opening time T of the inlet valve 181 and the outlet valve 18o when the end determination unit 50 determines whether the control start condition is established. In other words, the valve opening time T calculated by the ΔP-T converter 68 is equal to the brake operating time FL of the left driving wheel W+;t.
It is said that As a result, the left and right drive wheels WPR. W}'
L prevents the above slip from occurring.

In addition, in Fig. 14, when applying the brakes when turning, in order to strengthen the brakes on the inner drive wheels,
The inner wheel side when turning is shown by a broken line a. In this way, by making the brake fluid pressure change ΔP larger on the inner wheel side than on the outer wheel side, the load is shifted to the outer wheel side during cornering, and the inner wheel side becomes loose. , it is possible to prevent the inner wheel from slipping when turning.

In the above embodiment, feedback control is performed by PID control based on ΔA/N.
By adding and correcting the secondary throttle valve opening correction amount Δθ2 to the feedback corrected target opening θ', the motor drive circuit 5
2, but even without performing feedback control using ΔA/N, the above target opening degree θ
2 to the seventh data drive circuit 52 to detect the sub-throttle valve THs by the throttle position sensor TPS2.
The output of the throttle position sensor TPS2 may be feedback-controlled so that the opening degree becomes the target opening degree θ2. Furthermore, the throttle position sensor T
Feedback control may be performed such that the corrected detection value by subtracting the sub-throttle valve opening correction amount Δθ2 from the opening of the sub-throttle valve THs detected by PS2 becomes the target opening e2.

Further, although an accelerated slip prevention device is shown as an embodiment of the present invention, the present invention is not limited to the same device.
The present invention can be similarly applied to any device that controls a throttle valve.

Also, in the T/M friction correction section 502, <T/
M flik. T/M In addition to correcting the target engine torque according to the real-time Ura temperature OT, the target engine torque can also be corrected based on the elapsed time τ after starting the engine.

Also, in the T/M friction correction section 502, <T/
T/M The target engine torque can be corrected according to the warm-up state of the engine according to the coolant temperature WT of the engine, and the target engine torque can also be corrected according to the elapsed time τ after starting the engine.

Furthermore, in the T/M friction correction section 502, <T
The target engine torque T3 is calculated by the /M third method of friction correction>, and the target engine torque T6 is calculated by the second method of engine operating condition correction in the operating condition correction section 505. The target engine torque is corrected based on the T/M warm-up state based on the coolant temperature νTO immediately after the engine starts and the real-time coolant temperature VT, and the target engine torque is also corrected based on the elapsed time τ after the engine starts. I can do it.

By estimating the engine friction and transmission friction separately and correcting the target engine torque as in the three cases mentioned above, it is possible to correct the target engine torque by estimating the engine friction and transmission friction separately. This has the effect of eliminating the need for rematching even if the

Further, in the above embodiment, the target air amount correction unit 508 corrects the target air amount with respect to the intake air temperature, but the target air amount correction unit 508 is not provided and the opening correction unit 510 with respect to the bypass air amount In this case, the throttle opening 82' may be corrected in response to a change in the intake air temperature.

In this way, the target engine torque can be accurately corrected regardless of the warm-up state of the engine and T/M.
The engine output can be made to reach the desired engine torque.

Further, although the target engine torque is corrected in the T/M friction correction section 502, external load correction section 503, atmospheric condition correction section 504, and operating condition correction section 505, [1 standard engine torque correction] Instead, the T/M friction correction section 502, external load correction section 503, atmospheric condition correction section 504. Operating condition correction section 505
The correction of the intake air amount corresponding to the torque correction amount calculated in the above may be performed by the standard air amount calculation section 507 or the air amount correction section 508. Similarly, the T/M friction correction section 502, external negative (=1 correction section 503, atmospheric condition correction section 504, operating condition correction section 505)
The opening correction of the throttle valve corresponding to the torque correction amount calculated in the above may be performed in the equivalent throttle opening calculating section 509 or the target throttle opening calculating section 512.

[Effects of the Invention] As detailed above, according to the present invention, a throttle valve is provided in the intake passage to a vehicle engine, and the output of the engine is controlled by controlling the opening degree of the throttle valve. In the output control device, fluctuations in engine output are estimated by estimating the warm-up state of the engine according to the engine cooling water temperature and the elapsed time after engine startup, and the target engine torque, target air amount, or throttle valve [I LA opening] is estimated. Since the engine speed is changed, it is possible to provide a vehicle engine output control method that can accurately control the engine output to the target engine torque.

[Brief explanation of drawings]

IE (A) is an overall configuration diagram of an acceleration slip prevention device to which the control method according to the present invention is applied, FIG. 1 (B) is a diagram showing the arrangement of the main and sub-throttle valves, and FIG. ) and (B) are block diagrams showing the control of the 1-lux controller in Fig. 1 divided into functional blocks, Fig. 3 is a diagram showing the relationship between centripetal acceleration GY and variable KG, Fig. 4 is a diagram showing the relationship between the centripetal acceleration GY and the variable K', FIG. 5 is a diagram showing the relationship between the centripetal acceleration GY and the slip correction mVg,
FIG. 6 is a diagram showing the relationship between the temporal change amount ΔGY of centripetal acceleration and slip correction fflVd, FIGS. 7 to 12 are diagrams each showing the relationship between vehicle speed VB and variable Kv, and FIG. 13 is a diagram showing the relationship between the brake Figure 14 shows the change over time in the variable KB from the start of control, and shows the change over time in the amount of slip GPI.
? Figures 15 and 18 are diagrams showing the relationship between slip ratio S and road surface friction coefficient μ, respectively. -t characteristics, Figure 17 is TIia+-
Figure 19 shows the VB characteristics, Figure 19 shows the state of the vehicle during turning, Figure 20 shows the transmission oil temperature OT-torque correction characteristic, and Figure 21 shows the Figure 22 is a characteristic diagram of the time after startup τ - engine cooling water rRWi', h Lancemicon Ura Temperature OT characteristic diagram, and Figure 23 is a characteristic diagram of the four rotation speed N-} Luk capture IE amount T. , Fig. 24 is a three-dimensional map showing the 1-luk correction m T l' for the engine cooling water temperature ν1 and integrated intake air amount ΣQ, and Fig. 25 is a three-dimensional map showing the rotational speed Ne and loss torque T I
．． FIG. 26 is a diagram showing the relationship between pump oil temperature OP and loss torque TL, FIG. 27 is a diagram showing the relationship between battery voltage vb and loss torque TL, and FIG. 28 is a diagram showing the relationship between pump oil temperature OP and loss torque TL. A three-dimensional map showing loss torque TL with respect to rotational speed Ne and excitation current lΦ of the alternator, FIG. 29 is a diagram showing alternator efficiency l (with respect to excitation current iΦ,
Fig. 30 is an atmospheric pressure-torque correction amount Tp characteristic diagram, Fig. 31 is an engine cooling water temperature Vl'-1 torque correction m T W characteristic diagram, and Fig. 32 is an elapsed time after engine start τ - torque correction amount Tas characteristic diagram. 33 is an engine oil temperature-torque correction fa T j characteristic diagram, and FIG. 34 is an intake air mA/Nm. (mass); Fig. 35 is a characteristic diagram of engine rotational speed Nc with coefficient ka; Fig. 36 is a diagram showing intake air temperature characteristics with coefficient Kt;
7 is a diagram showing the atmospheric pressure characteristics of the coefficient Kp, FIG. 38 is a diagram showing the intake air temperature characteristics of the coefficient Ka', and FIG. 39 is a diagram showing the relationship between the target air amount A/NO and the main throttle valve opening et.・Three-dimensional map showing the opening degree e2' of the valve THs, 4th
0 is a diagram showing engine rotation speed characteristics of proportional gain Kp, FIG. 41 is a diagram showing engine rotation speed characteristics of integral gain K i, FIG. 42 is a diagram showing engine rotation speed characteristics of differential gain Kd, and FIG. The figure shows the engine speed characteristic of conversion gain, the figure 44 shows the relationship between the target opening degree θ and the coefficient Ks, and the figure 45 shows the engine cooling water temperature νT-
It is a figure which shows the step number conversion value Sv. 11-14...Wheel speed sensor, 15...Traction controller, 45...TSn performance W part, 45b.
46b... Coefficient multiplier, 46... TPn calculation unit, 4
7... Reference torque calculation section, 503... Engine torque calculation section, 507... Target air amount calculation section, 512...
- Target throttle opening calculation section, 53... Centripetal acceleration calculation section, 54... Centripetal acceleration correction section.

Claims (1)

[Claims] A throttle valve is installed in the intake passage to the vehicle engine,
In the engine output control device that controls the output of the engine by controlling the opening degree of the throttle valve,
Target engine torque calculation means for calculating the target engine torque that the engine should output, and estimating the warm-up state of the engine based on the engine cooling water temperature and the elapsed time after starting the engine, and making corrections according to the estimated warm-up state. and throttle valve opening calculation means for calculating a target opening of a throttle valve from the target engine torque.