JP2765082B2 - Anti-slip device for vehicles - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Object of the Invention] (Industrial application field) The present invention relates to an acceleration slip prevention device for a vehicle that reduces slip of a drive wheel generated during acceleration.

(Prior art) When a car is suddenly accelerated, a slip occurs on the drive wheels,
A phenomenon occurs in which the engine output is not sufficiently transmitted to the road surface. Such a slip frequently occurs on a slippery road surface. In order to prevent the occurrence of such a slip, there is known a driving force control device that reduces the output of the engine according to the road surface condition and thereby prevents the occurrence of the slip of the drive wheels during acceleration. In such a driving force control device, as a means for reducing the engine output, a device for controlling the opening degree of a throttle valve, a fuel cut by controlling cylinder deactivation, a lean air-fuel ratio, a The engine output was reduced by delaying the timing.

(Problems to be Solved by the Invention) However, when controlling the throttle valve, it is necessary to add a drive mechanism or the like for driving the throttle valve, so that it is necessary to partially change the hardware of the engine.

Further, when the engine output reduction control is performed by the cylinder deactivation control, the engine output reduction is not continuous,
There is a problem that the control is uncomfortable.

Also, by combining cylinder deactivation control, lean air-fuel ratio control, and control for delaying the ignition timing, the engine output can be continuously reduced, but the exhaust gas temperature rises.
There is a problem that the catalyst may be damaged.

The present invention has been made in view of the above points, and has as its object to prevent acceleration slip of a vehicle that can continuously reduce the engine output without changing the engine hardware and without damaging the catalyst. It is to provide a device.

[Configuration of the Invention] (Means and Actions for Solving the Problems) Driving wheel speed detecting means for detecting wheel speeds of driving wheels of a vehicle, and non-driving wheel speeds for detecting wheel speeds of non-driving wheels of the vehicle Detecting means for detecting a slip state amount of the vehicle based on an output of the driving wheel speed detecting means and an output of the non-driving wheel speed detecting means; Target drive torque calculating means for calculating a target drive torque capable of suppressing the slip of the drive wheels based on the slip state amount, and a generator supplied with power from an engine of the vehicle and charging a battery mounted on the vehicle Required to achieve a part or all of the torque reduction amount for bringing the actual drive torque closer to the target drive torque calculated by the target drive torque calculation means. Power generation control amount calculation means for calculating the power generation control amount of the generator, and power generation load control means for controlling the power generation amount of the generator to be the power generation control amount calculated by the power generation control amount calculation means, Engine output control calculating means for calculating an output control amount of the engine required to achieve the remainder of the torque reduction amount, when achieving a part of the torque reduction amount by the power generation control of the generator; An engine output control means for controlling the output of the engine to be an output control amount calculated by the engine output control amount calculation means.

(Embodiment) Hereinafter, an acceleration slip prevention device according to an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a configuration diagram showing an acceleration slip prevention device for a vehicle. This figure shows a front wheel drive vehicle, WFR indicates front right wheel, WFL indicates front left wheel, WRR indicates rear right wheel, and WRL indicates rear left wheel. 11 is the front right wheel (drive wheel) W
A wheel speed sensor for detecting the wheel speed VFR of FR, a wheel speed sensor 12 for detecting the wheel speed VFL of the front left wheel (drive wheel) WFL, and a wheel speed sensor 13 for detecting the rear wheel right wheel (driven wheel) WRR The wheel speed sensor 14 detects the wheel speed VRL of the rear left wheel (driven wheel) WRL. The wheel speeds VFR, VFL, VRR, VRL detected by the wheel speed sensors 11 to 14 are input to the traction controller 15. The traction controller 15 has 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 rotational speed Ne detected by a rotation sensor not shown, and an air flow sensor not shown. Detected intake air amount A / N _p per cycle of engine rotation, transmission oil temperature OT detected by oil temperature sensor not shown, engine cooling water temperature WT detected by water temperature sensor not shown, air conditioner switch not shown Operating state of the power steering switch SW not shown, operating state of the idle switch not shown, the power steering pump oil temperature OP not shown, the cylinder pressure CP of the engine cylinder detected by the cylinder pressure sensor not shown,
A combustion chamber wall temperature CT of the engine detected by a combustion chamber wall temperature sensor (not shown), an exciting current iΦ of the alternator, and a post-start elapsed time τ output from a timer (not shown) for counting the time after starting the engine are input. The traction controller 15 sends a control signal indicating which cylinder is to be closed to the engine control controller 16. The engine control controller 16 controls the engine 16E.

Reference numeral 17 denotes a wheel cylinder for braking the front right wheel WFR, and reference numeral 18 denotes a wheel cylinder for braking the front left wheel WFL. Normally, pressure oil is supplied to these wheel cylinders when a brake pedal (not shown) is operated. At the time of traction control operation, pressure oil can be supplied from another path described below. Supply of pressure oil from the hydraulic pressure source 19 to the wheel cylinder 17 is performed via an inlet valve 17i, and discharge of pressure oil from the wheel cylinder 17 to the reservoir 20 is performed via an outlet valve 17o. In addition, the wheel cylinder 1
Supply of pressurized oil from hydraulic pressure source 19 to inlet valve 18i
Via the wheel cylinder 18 and the reservoir
The discharge of pressure oil to 20 is performed via outlet valve 18o. The opening and closing control of the inlet valves 17i and 18i and the outlet valves 17o and 18o is performed by the traction controller 15.

Next, a detailed configuration of the traction controller 15 will be described with reference to FIGS. 2 (A) to 2 (D).
In the figure, reference numerals 11 and 12 denote wheel speeds VF of drive wheels WFR and WFL.
R, VFL are wheel speed sensors that detect the drive wheel speeds VFR, VFL detected by the wheel speed sensors 11, 12,
Both are sent to the high vehicle speed selection unit 31 and the averaging unit 32. The high vehicle speed selection unit 31 selects the high wheel speed side of the drive wheel speeds VFR and VFL. The drive wheel speed selected by the high vehicle speed selection unit 31 is output to the weighting unit 33. Well,
The averaging unit 32 calculates the average driving wheel speed (VFR + VFL) from the driving wheel speeds VFR and VFL obtained from the wheel speed sensors 11 and 12.
FL) / 2, and the average driving wheel speed calculated by the averaging unit 32 is output to the weighting unit 34. The weighting unit 33 multiplies (variable) KG times (variable) the higher one of the drive wheels WFR and WFL selected and output by the high vehicle speed selection unit 31, and the weighting unit 34 calculates the average output by the averaging unit 32. The obtained average driving wheel speed is multiplied by (1-KG) (variable). The driving wheel speed and the average driving wheel speed weighted by the weighting units 33 and 34 are given to an adding unit 35 and added. , The drive wheel speed VF is calculated.

Here, the variable KG is a variable that changes according to the centripetal acceleration GY as shown in FIG. 3, and is proportional to the magnitude of the centripetal acceleration GY up to a predetermined value (for example, 0.1 g). This is set so as to be “1”.

On the other hand, the driven wheel speeds VRR and VRL detected by the wheel speed sensors 13 and 14 are both sent to the low vehicle speed selection unit 36 and the high vehicle speed selection unit 37. The low vehicle speed selection unit 36 calculates the following wheel speed V
RR, VRL is selected on the low wheel speed side, and the high vehicle speed selecting unit 37 is for selecting the high wheel speed side of the driven wheel speeds VRR, VRL. The selected low driven wheel speed is output to the weighting unit 38, and the high driven wheel speed selected by the high vehicle speed selection unit 37 is output to the weighting unit 39. Weighting section 38, the low-speed selector 36 by the selection outputted driven wheel WRR, the lower one wheel speeds of the WRL and K _r times (variable), also weighting section 39, the high speed selection unit The wheel speed of the higher one of the driven wheels WRR and WRL selected and output by 37 is multiplied (variable) by (1- _Kr ). The driven wheel speeds weighted by the weighting units 38 and 39 are: It is provided to an adder 40 and added to calculate a driven wheel speed VR. The driven wheel speed VR calculated by the adder 40 is output to the multiplier 40 '. This multiplication unit 40 '
Multiplies the sum of the following driven wheel speeds VR by (1 + α). The multiplied section 40 'outputs the following driven wheel speeds VRR and VRL.
Is calculated based on the target driving wheel speed Vφ.

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 unit 35
F, and the target driving wheel speed V calculated by the multiplication unit 40 '.
φ is given to the subtraction unit 41. The subtraction unit 41 subtracts the target drive wheel speed Vφ from the drive wheel speed VF to obtain a slip amount DVi ′ as a slip state amount of the drive wheels WFR and WFL.
(= VF−Vφ), and the slip amount DVi ′ calculated by the subtraction unit 41 is given to the addition unit 42. The adder 42 corrects the slip amount DVi ′ in accordance with the centripetal acceleration GY and the rate of change ΔGY. The slip correction amount Vg (see FIG. 5) that changes in accordance with the centripetal acceleration GY is a slip amount. The centripetal acceleration given by the correction unit 43
The slip correction amount Vd (see FIG. 6) that changes according to the change rate ΔGY of GY is provided from the slip amount correction unit 44. That is, the adding unit 42 calculates the slip amount obtained from the subtracting unit.
The slip correction amounts Vg and Vd are added to DVi '. Through the addition section 42, the centripetal acceleration GY and its change rate ΔGY
Is transmitted to the TSn calculation unit 45 and the TPn calculation unit 46 at a sampling time T of, for example, 15 ms.

The calculating unit 45a in the TSn calculating unit 45 calculates the slip amount DV.
Integral type correction torque TSn '(=
ΣKI ・ DVi), and this integral type correction torque TS
n 'is sent to the counting and multiplying unit 45b. That is, the integral type correction torque TSn 'is a correction value for the drive torque of the drive wheels WFR, WFL, and the shift characteristic of the power transmission mechanism existing between the drive wheels WFR, WFL and the engine 16E changes. It is necessary to adjust the control gain according to
In 45b, the integral-type correction torque obtained from the arithmetic unit 45a is used.
TSn 'is multiplied by a coefficient GKi that varies depending on the speed, and an integrated correction torque TSn corresponding to the speed is calculated. Here, the variable KI is a coefficient that changes according to the slip amount DVi.

On the other hand, the calculating unit 46a of the TPn calculating unit 46 calculates a proportional correction torque TPn ′ (= multiplying the slip amount DVi by a coefficient Kp.
DVi · Kp), and this proportional correction torque TPn '
Is sent to the coefficient multiplier 46b. That is, the proportional correction torque TPn ′ is also a correction value for the drive torque of the drive wheels WFR and WFL, similarly to the integral correction torque TSn ′, and the power existing between the drive wheels WFR and WFL and the engine 16E. It is necessary to adjust the control gain of the transmission mechanism in accordance with the change of the shift characteristic. The coefficient multiplication unit 46b adds a different coefficient depending on the shift speed to the proportional correction torque TSn ′ obtained from the calculation unit 46a. GKp is multiplied to calculate a proportional correction torque TPn according to the shift speed.

On the other hand, the driven wheel speed VR obtained by the adder 40
Is sent to the reference torque calculator 47 as the vehicle speed VB. The reference torque calculation unit 47 is firstly a vehicle acceleration calculation unit.
In 47a, the acceleration GB of the vehicle speed VB is calculated. The vehicle acceleration GB obtained by the vehicle acceleration calculation unit 47a is sent to the reference torque calculation unit 47c as the vehicle acceleration GBF via the filter 47b. This reference torque calculator 47c
Calculates a reference torque TG (= GBF × W × Re) based on the vehicle body acceleration GBF, the vehicle weight W, and the wheel radius Re. The reference torque TG is an axle torque value that the engine 16E should output. .

The filter 47b determines, for example, in three steps how much the reference torque TG calculated by the reference torque calculation unit 47c is calculated based on the preceding vehicle acceleration GB, that is, through the filter 47b. The vehicle body acceleration GBF to be calculated is calculated according to the current slip ratio S and the acceleration state based on the vehicle body acceleration GBn detected this time and the vehicle body acceleration GBFn-1 which is the output of the filter 47b up to the previous time.

For example, if the slip rate S is in the state indicated by the range “1” in FIG. 15 while the acceleration of the vehicle is currently increasing, the control is quickly shifted to the control corresponding to the state in the range “2”. Therefore, the vehicle body acceleration GBF is calculated by the following formula (1) as the latest vehicle body acceleration GBF by averaging GBFn-1 which is the output of the previous filter 47b and GBn detected this time with the same weight.

GBFn = (GBn + GBFn-1) / 2 (1) Also, for example, when the acceleration of the vehicle is currently decreasing, the slip ratio S is S> S1 and the range "2" shown in FIG.
In the case of shifting to “3”, in order to maintain control according to the state of the range “2” as much as possible, the vehicle body acceleration GBF has a value close to the previous output GBFn−1 of the filter 47b. The acceleration GBFn is calculated by the following equation (2).

GBFn = (GBn + 7GBFn-1) / 8 (2) Further, for example, when the acceleration of the vehicle is currently decreasing, the slip ratio S is S ≦ S1 and “2” shown in FIG.
In the case of shifting to “1”, in order to maintain control according to the state of “2” further than when calculating the vehicle body acceleration GBF by the above equation (2), the vehicle body acceleration GBF is determined by the previous filter. The output GBFn-1 of the 47b is further weighted, and is calculated by the following equation (3) as a vehicle acceleration GBFn having a value close to the previously calculated vehicle acceleration GBFn-1 compared to the calculation by the above equation (2). Is done.

GBFn = (GBn + 15GBFn-1) / 16 (3) Next, the reference torque TG calculated by the reference torque calculation unit 47 is output to the subtraction unit 48. This subtraction unit 48
Is the reference torque T obtained from the reference torque calculator 47.
Integral type correction torque calculated from G by the TSn calculation unit 45
TSn is subtracted, and the subtraction data is further subtracted by the subtraction unit 4.
Sent to 9. The subtraction unit 49 further subtracts the proportional correction torque TPn calculated by the TPn calculation unit 46 from the subtraction data obtained from the subtraction unit 48, and the subtraction data drives the drive wheels WFR and WFL. An engine torque converter via a switch S1 as a target torque Tφ as a target drive torque capable of suppressing a slip of a drive wheel due to axle torque
Sent to 500. That is, Tφ = TG−TSn−TPn.

The engine torque converter 500 divides the target torque Tφ given to the drive wheels WFR and WFL from the subtractor 49 via the switch S1 by the total gear ratio between the engine 16 and the drive wheel axle. It is converted to the target engine torque T1. This target engine torque T1 is output to the torque converter response delay correction unit 501. This torque converter response delay correction unit 501
Is the target engine torque T2 by correcting the engine torque T1 according to a response delay of a torque converter (not shown).
Is output. The target engine torque T2 is output to a T / M (transmission) friction correction unit 502.
The T / M friction correction unit 502 has a map showing the transmission oil temperature OT-torque correction amount Tf characteristic shown in FIG.
m1, a map m2 showing the estimated oil temperature XT-torque correction amount Tf characteristic shown in FIG. 21, a characteristic diagram m showing the post-start time τ-engine cooling water temperature WT, transmission oil temperature OT characteristic shown in FIG.
3. A map showing the engine rotation speed (or transmission rotation speed) N-torque correction amount Tf shown in FIG.
m4, a three-dimensional map m5 showing the torque correction amount Tf with respect to the engine cooling water temperature WT-intake air amount integrated value ΣQ shown in FIG.
Are connected according to first to seventh methods described later. Further, the T / M friction correction unit 502 includes a T / M oil temperature OT, an engine cooling water temperature WT, and a cooling water temperature W immediately after the engine 16 is started.
TO, elapsed time τ after start of engine 16, vehicle speed Vc, intake air amount Q after engine start, engine or T / M rotational speed N, and travel distance エ ン ジ ン Vs after engine start are input. The T / M friction correction unit 502 uses the connected map among the maps m1, m2, m4, and m5 and appropriately selects the input signal,
The warm-up state of the transmission is estimated by any one of first to seventh methods described later. T /
In the M friction correction unit 502, since the friction loss in the transmission is greater as the transmission has not reached the warm-up state, the target engine torque is increased by the torque correction amount Tf corresponding to the friction loss.
The target engine torque T3 is obtained by adding to T2.

The target engine torque T3 is output to the external load correction unit 503. This external load correction unit 503 is a map m1 showing the relationship between the engine speed Ne and the loss torque TL shown in FIG.
1, a map m12 showing the relationship between the pump oil pressure OP and the loss torque TL shown in FIG. 26, and a constant storage unit m16 for storing a torque correction amount TL when the air conditioner is turned on is a first or second method described later. Connected according to. Further, the external load correction unit 503 includes an air conditioner switch SW and an engine rotation speed.
Ne, power steering switch, and power steering pump oil pressure OP are input. In this external load correction unit 503, the map m1
The air conditioner switch SW or the engine rotation speed Ne, the power steering switch, and the power steering pump oil pressure OP are appropriately selected while using the connected one of 1, m12, and m16, and based on a first or second method described later, Air conditioner,
When the external load such as power steering changes, the target engine torque T4 is calculated by adding the torque loss TL due to the external load to the target engine torque T3.

This target engine torque T4 is output to the atmospheric condition correction unit 504. The atmospheric condition correction unit 504 is connected to the map m21 of the atmospheric pressure AP and the torque correction amount Tp shown in FIG. 27, and receives the atmospheric pressure AP. The atmospheric condition correction unit 504 calculates a torque correction amount Tp corresponding to the atmospheric pressure AP with reference to the map m21 and the atmospheric pressure AP, and calculates the target engine torque T4.
And the target engine torque T5 is calculated.

Further, the target engine torque T5 is used in the operating condition correction section.
Output to 505. The operating condition correction unit 505 includes a map m31 showing the engine cooling water temperature WT-torque correction amount TW characteristic shown in FIG. 28, a map m32 showing the elapsed time after engine start τ-torque correction amount Tas characteristic shown in FIG. 29, A map m33 showing the engine oil temperature-torque correction amount Tj characteristic shown in FIG. 30 is connected according to first to third methods described later, and the engine cooling water temperature WT, the engine speed Ne, and the Elapsed time τ, engine oil temperature OT, combustion chamber wall temperature CT, intake air amount Q per unit time, and in-cylinder pressure CP are input. The operating condition correction unit 505 uses the connected map among the maps m31 to m33 and appropriately selects an input signal, and the engine warm-up state is determined by one of first to third methods described later. Is estimated. That is, as the engine has not reached the warm-up state, the engine output is less likely to be output. Therefore, the target engine torque T6 is added to the target engine torque T5 by that amount.

The target engine torque T6 is set in the lower limit value setting section 50.
Output to 6. The lower limit value setting unit 506 has a lower limit value Tli that changes according to the elapsed time t from the start of the traction control shown in FIG. 16 or FIG. 17 or the vehicle speed VB.
m is entered. The lower limit value setting unit 506 limits the lower limit value of the target engine torque T6 by the lower limit value Tlim, and sets the lower limit value of the target engine torque T6 as the target engine torque T7.
Output to Then, the target engine torque T7 is output to the target air amount calculation unit 507.

As shown in FIG. 31, a three-dimensional map of the target air amount (mass) with respect to the target engine torque T7-engine rotation speed Ne is connected to the target air amount calculation unit 507. Further, the coefficient Kt shown in FIG. 33 and the coefficient Kp shown in FIG. 34 are input to the target air amount calculation unit 507, and the engine speed Ne, the intake air temperature AT, and the atmospheric pressure AP are input.

Hereinafter, the target air amount calculation unit 507 calculates the mass of the target air amount required to output the target engine torque T7, that is, the target air amount (mass). here,
The mass was calculated as the target air amount because the amount of intake air required to burn a certain amount of fuel is determined by the mass. Further, the expression "target air amount (volume)" which means the volume of the target air amount is used in the specification, but it is not the mass of the intake air amount but the volume that is controlled by the throttle valve. Because. That is, the target air amount calculation unit 507 calculates a target air amount (mass) A / Nm per one rotation of the engine for outputting the target engine torque T7 in the engine 16, and the engine rotation speed Ne is calculated. And the target engine torque T7
Target air volume (mass) A / Nm with reference to the three-dimensional map in the figure
Is required.

A / Nm = f [Ne, T7] Here, A / Nm is an intake air amount (mass) per one rotation of the engine, and f [Ne, T7] is an engine rotation speed Ne and a target engine torque.
It is a three-dimensional map using T7 as a parameter.

Further, in the target air amount calculation unit 507, the target air amount (mass) A / Nm is corrected based on the intake air temperature AT and the atmospheric pressure AP by the following equation, and the target air amount (volume) A / Nv in the standard atmospheric condition. Is converted to

A / Nv = (A / Nm) / {Kt (AT) * Kp (AP)} where A / Nv is the intake air volume (volume) per engine revolution, and Kt is the intake air temperature (AT) as a parameter. The calculated density correction coefficient (see FIG. 33), and Kp is a density correction coefficient (see FIG. 34) using the atmospheric pressure (AP) as a parameter.

The target air amount A / Nv (volume) is calculated by the target air amount correction unit 508.
Sent to The correction coefficient Ka 'for the intake air temperature AT shown in FIG. 35 is input to the target air amount correction unit 508. The target air amount correction unit 508 corrects the change in the intake efficiency depending on the intake air temperature AT, and the target air amount A / N0
Is calculated by the following equation.

A / N0 = A / Nv * Ka '(AT) where A / N0 is the corrected target air amount, A / Nv is the target air amount before correction, and Ka' is a correction coefficient based on the intake air temperature (AT) ( FIG. 35).

The above correction is performed for the following reasons. That is,
Although the efficiency of intake of air into the engine changes according to the intake air temperature, if the intake air temperature AT is lower than the combustion chamber wall temperature CT of the engine, the intake air expands when sent into the combustion chamber of the engine. Efficiency decreases. On the other hand, when the intake air temperature AT is higher than the combustion chamber wall temperature CT of the engine,
Since the sucked air contracts when sent into the combustion chamber of the engine, the suction efficiency increases. Therefore, the intake air temperature
When the AT is low, the target air amount (volume) is multiplied by a correction coefficient Ka ′ to take into account the expansion of the intake air in the combustion chamber, and the target air amount (volume) is corrected to be relatively large. When the intake air temperature AT is high, the target air amount (volume) is multiplied by a correction coefficient Ka 'to compensate for the decrease in control accuracy and the intake air AT is high in consideration of contraction of the intake air in the combustion chamber. In addition, the control accuracy is prevented from deteriorating due to an increase in suction efficiency. That is, as shown in FIG. 35, when the intake air temperature AT is higher than the standard intake air temperature AT0, the correction coefficient K
a ′ decreases according to the intake air temperature AT, and when the intake air temperature AT is lower than the standard intake air temperature AT0, the correction coefficient Ka ′ becomes the intake air temperature AT.
Is set so as to increase in accordance with.

The target air amount A / N0 is input to the working cylinder number calculation unit 509. The intake air amount A / Np per engine rotation cycle detected by the air flow sensor (not shown) is sent to the calculation unit 510.

Here, the amount of intake air per cycle of engine rotation is defined as one cycle when one cylinder in the engine completes the suction, compression, explosion, and exhaust processes.
It means the amount of intake air drawn into engine 16E before the cycle is completed. Therefore, in the case of a four-cycle engine, the engine rotates twice before one cycle is completed. Therefore, in the case of a four-cycle engine, the amount of intake air per one engine cycle is taken into the engine 16E during two revolutions of the engine. Means the amount of air to be consumed.

In the arithmetic section 510, the intake air amount A / Np per engine rotation cycle is divided by the number n of cylinders of the engine 16E. That is, in this arithmetic unit 510, the amount of intake air taken into one cylinder of engine 16E per engine rotation cycle, that is, the amount of intake air A / N1 per cylinder is calculated. The intake air amount A / N1 per cylinder is output to the working cylinder number calculating section 509 and the +
Output to terminal. The working cylinder number calculation unit 509 divides the target air amount A / N0 by the intake air amount A / N1 per cylinder, outputs the quotient as Np to the cylinder-stop number calculation unit 512, and outputs the remainder. The intake air amount A / Nr is output to the minus terminal of the calculation unit 511.

Here, the relationship between the target air amount A / N0, the intake air amount A / N1, the quotient NP, and the surplus intake air amount A / Nr is expressed by the following equation.

A / N0 = Np × A / N1 + A / Nr This formula is transformed to A / N0 = (Np + 1) × A / N1- (A / N1-A / Nr) (Np + 1) is activated as is clear from this formula. When the number of cylinders is set, it is necessary to reduce the intake air amount (A / N1-A / Nr). In the present invention, this intake air amount (A / N1-A / N
The reduction of the torque corresponding to r) is controlled by increasing the amount of power generated by a generator supplied with power from the vehicle engine and charging the battery 104 mounted on the vehicle.

That is, in the subtractor 511, the intake air amount A / Ng
(= A / N1−A / Nr) is calculated.

In the cylinder number calculation section 512, the cylinder number Ns = {n− (Np + 1)} to be closed is calculated. When a part of the torque reduction amount is achieved by the power generation control of the generator, the number-of-cylinder-stops calculation unit 512 calculates an engine output control amount required to achieve the remaining torque reduction amount. It functions as control amount calculation means. This number of cylinders
Ns is output to the engine control controller 16.

The intake air amount A / Ng corresponding to the above torque reduction is sent to the torque calculation unit 513, and the torque T corresponding to the intake air amount A / Ng is
g is calculated. This torque Tg is sent to a power generation control amount calculation unit 514 as power generation control amount calculation means, and a target current I as a target power generation current is calculated. That is, the power generation control amount calculation unit 514 calculates the power generation amount of the generator required to achieve a part or all of the torque reduction amount for bringing the actual drive torque closer to the target torque Tφ as the target drive torque described above. Is calculated. This target current I is output to a power generation load control unit 515 as power generation load control means, which will be described in detail later with reference to FIG.

In FIG. 2 (D), the power generation load control unit 515 is controlled so that the power generation current Ir becomes the target current I calculated by the power generation control amount calculation unit 514. In the figure, 100 is a rotor coil and 101 is an exciting coil.
The output terminals out1 to out3 of the rotor coil 100 are connected to the rectifier 102.
Connected to. The output terminal of this rectifier 102 is a constant voltage controller 1
Connected to 03. An output terminal of the constant voltage control unit 103 is connected to one end of the exciting coil 101. The output of the rectifier 102 is connected to the anode of the battery 104. The above battery 104
Is grounded via a resistor R1. The above battery 104
Is connected in parallel with a resistor R2 which is a general load such as a light. One end of the resistor R2 is connected to the collector of the transistor Q. The emitter of the transistor Q is grounded via a torque control load 105. This torque control load 1
05 is composed of a resistor R3 such as a heater and a coil L3 such as a fan motor.

The generated current Ir flows through the resistor R1. The non-ground side terminal of the resistor R1 is connected to the minus terminal of the subtractor 106. The + terminal of the subtractor 106 has the target current I as the generated current Ir.
, A voltage V1 generated at the non-ground side terminal of the resistor R1 is input. The output of the subtracter 106 is connected to the + terminal of the comparator 107. This comparator 107
A predetermined value Vr as a threshold is input to the terminal. The output of the comparator 107 is connected to the base of the transistor Q.

By the way, the wheel speeds VRR and VRL of the driven wheels are sent to the centripetal acceleration calculating section 53, and the centripetal acceleration GY 'is obtained in order to determine the degree of turning. The centripetal acceleration GY 'is sent to the centripetal acceleration correction unit 54, and the centripetal acceleration GY' is corrected according to the vehicle speed. That is, GY−Kv · GY ′. Where Kv
Is a coefficient that changes according to the vehicle body speed VB as shown in FIGS. 7 to 12.

The larger driven wheel speed output from the high vehicle speed selector 37 is subtracted from the wheel speed VFR of the drive wheel by the subtractor 55. Further, the larger driven wheel speed output from the high vehicle speed selector 37 is subtracted in the subtractor 56 from the wheel speed VFL of the drive wheel.

The output of the subtraction unit 55 is multiplied by KB (0 <
KB <1), the output of the subtractor 56 is multiplied by (1−KB) in the multiplier 58, and then added in the adder 59 to obtain the slip amount DVFR of the right driving wheel. At the same time,
The output of the subtraction unit 56 is multiplied by KB in the multiplication unit 60, the output of the subtraction unit 55 is multiplied by (1−KB) in the multiplication unit 61 and then added in the addition unit 62 to obtain the slip amount DVFL of the left driving wheel. It is said. The variable KB changes according to the elapsed time from the start of the traction control as shown in FIG. 13, and is set to "0.5" at the start of the traction control, and becomes "0.8" as the traction control is advanced. ".

The slip amount DVFR of the right driving wheel is differentiated by the differentiating unit 63 and its temporal change, that is, the slip acceleration G
FR is calculated and the slip amount DV of the left driving wheel is calculated.
FL is differentiated in a differentiator 64, and its temporal change amount, that is, a slip acceleration GFL is calculated. The slip acceleration GFR is calculated by a brake fluid pressure change amount (ΔP) calculation unit.
In step 65, a change amount ΔP of the brake fluid pressure for suppressing the slip acceleration GFR is obtained by referring to a GFR (GFL) -ΔP conversion map shown in FIG. The change amount ΔP of the brake fluid pressure is sent to the ΔP-T conversion section 67 via the switch S2 controlled to be opened and closed by the start / end determination section 50, and the inlet valve 17i and the outlet valve in FIG. An open time T of 17o is calculated. At the same time, the slip acceleration GFL is sent to the brake fluid pressure change amount (ΔP) calculation unit 66, and the slip acceleration GFL (GFF) shown in FIG.
L) The slip acceleration GF is referred to by referring to the -ΔP conversion map.
The change amount ΔP of the brake fluid pressure for suppressing L is obtained. The amount of change ΔP in the brake fluid pressure is determined by a switch S3 controlled to be opened and closed by the start / end determination unit 50.
It is sent to the PT converter 68 to calculate the opening time T of the inlet valve 18i and the outlet valve 18o in FIG. 1 (A). Then, the valves are controlled to open for the opening time T of the inlet valves 17i, 18i and the outlet valves 17o, 18o calculated as described above, and the brake is applied to the right drive wheel WFR and the left drive wheel WFL.

The switches S1 to S3 are opened and closed by the start / end determination unit 50 in conjunction with each other.

By the way, the slip amount DV calculated by the subtraction unit 41
i ′ is sent to the differentiating section 41a, and the temporal change rate ΔDVi ′ of the slip amount DVi ′ is calculated. The slip amount DVi ′ and its temporal change ΔDVi ′ are output to the start / end determination unit 50. The start / end determination unit 50 determines the slip amount DVi ′,
If any of the temporal change rates ΔDVi ′ is equal to or more than the respective reference values, the switches S1 to S3 are closed to start the control, and DVi ′ is set to a predetermined reference value (the reference value is Different) when the above switches S1 to S3
And the control is terminated.

In FIG. 14, when the brake is applied at the time of turning, in order to strengthen the brake of the drive wheel on the inner wheel side,
The converted value on the inner wheel side at the time of turning is shown by a broken line a.

Next, the operation of the acceleration slip prevention device for a vehicle according to the embodiment of the present invention configured as described above will be described. 1 and 2, the wheel speed sensors 13, 14
The wheel speeds of the driven wheels (rear wheels) output from are input to a high vehicle speed selection unit 36, a low vehicle speed selection unit 37, and a centripetal acceleration calculation unit 53. In the low vehicle speed selection unit 36, the smaller wheel speed of the left and right wheels of the driven wheels is selected, and the high vehicle speed selection unit 37
In, the larger one of the left and right driven wheels is selected. During normal straight running, if the wheel speeds of the left and right driven wheels are the same, the low vehicle speed selection unit 36
The same wheel speed is selected from the high vehicle speed selection unit 37.
Further, the wheel speeds of the left and right driven wheels are input to the centripetal acceleration calculation unit 53, and the degree of turning when the vehicle is turning, that is, how steep the vehicle turns is based on the wheel speeds of the left and right driven wheels. Is calculated.

Hereinafter, how the centripetal acceleration is calculated in the centripetal acceleration calculation unit 53 will be described. In a front-wheel drive vehicle, since the rear wheels are driven wheels, the vehicle speed at that position can be detected by a wheel speed sensor regardless of slippage due to driving, so that Ackerman geometry can be used. That is, in the normal turning is calculated as centripetal acceleration GY 'is ^{GY' = v 2 / r ...} (4) (v = vehicle speed, r = radius of gyration).

For example, when the vehicle is turning to the right as shown in FIG. 19, the center of turning is Mo, the distance from the center of turning Mo to the inner wheel side (WRR) is r1, the tread is Δr, and the inner wheel is The wheel speed on the side (WRR) is set to v1, and the outer wheel side (WR
If the wheel speed of L) is v2, v2 / v1 = (Δr + r1) / r1 (5)

Then, the above equation (5) is modified to obtain 1 / r1 = (v2−v1) / Δr · v1 (6). Then, the centripetal acceleration GY ′ based on the inner ring side
Is calculated as GY ′ = v1 / r1 = v1 · (v2-v1) / Δr · v1 = v1 · (v2-v1) / Δr (7)

That is, the centripetal acceleration GY 'is calculated by the above equation (7). By the way, since the inner wheel speed v1 is smaller than the outer wheel speed v2 when turning, the centripetal acceleration GY 'is calculated using the inner wheel speed v1.
GY 'is calculated to be smaller than the actual value. Therefore, the weighting unit
The coefficient KG multiplied by 33 is underestimated because the centripetal acceleration GY 'is underestimated. Therefore, since the drive wheel speed VF is estimated to be small, the slip amount DV '
(VF-VΦ) is also underestimated. Thus, since the target torque TΦ is largely estimated, the target engine torque is largely estimated, so that a sufficient driving force is applied even during turning.

By the way, in the case of extremely low speed, as shown in FIG. 19, the distance from the inner wheel side to the turning center M0 is r1,
In a vehicle that understeers as the speed increases, the center of turning shifts to M, and the distance is r (r> r1).
It has become. Even when the speed increases in this way, since the turning radius is calculated as r1, the centripetal acceleration GY 'calculated based on the above equation (7) is calculated as a value larger than the actual value. Therefore, the centripetal acceleration calculation unit 53
The centripetal acceleration GY 'calculated in the step is a centripetal acceleration correction unit.
At 54, the centripetal acceleration GY 'is multiplied by the coefficient Kv of FIG. 7 so that the centripetal acceleration GY becomes small at high speed. This variable Kv is set to be smaller in accordance with the vehicle speed, and may be set as shown in FIG. 8 or FIG. Thus, the corrected centripetal acceleration GY is output from the centripetal acceleration correction unit 54.

On the other hand, as the speed increases, oversteer (r
<R1) In the vehicle, the centripetal acceleration correction unit 54 performs a correction completely opposite to that of the understeer vehicle described above. That is, any one of the variables Kv in FIGS.
Is used to correct the centripetal acceleration GY ′ calculated by the centripetal acceleration calculation unit 53 so as to increase as the vehicle speed increases.

By the way, the smaller wheel speed selected by the low vehicle speed selector 36 is multiplied by a variable Kr in the weighting unit 38 as shown in FIG. 4, and the high vehicle speed selected by the high vehicle speed selector 37 is weighted by the weighting unit 39. Is multiplied by the variable (1-Kr). The variable Kr is set to “1” at the time of turning such that the centripetal acceleration GY becomes larger than 0.9 g, for example.
Is set to “0” when becomes smaller than 0.4 g.

Accordingly, for a turn in which the centripetal acceleration GY is greater than 0.9 g, the low vehicle speed wheel speed of the driven wheels output from the low vehicle speed selection unit 36, that is, the inner wheel speed at the time of selection is selected. You. Then, the weighting unit 38 and
The wheel speed output from 39 is added in an adder 40 to obtain a driven wheel speed VR, and the driven wheel speed VR is further multiplied by (1 + α) in a multiplier 40 ′ to obtain a target drive wheel speed V.
Φ.

After the higher wheel speed of the drive wheel speeds is selected by the high vehicle speed selection unit 31, the weighting unit 33 multiplies it by the variable KG as shown in FIG. further,
The average vehicle speed of the drive wheels (VFR +
(VFL) / 2 is multiplied by (1−KG) in the weighting section 34, and is added to the output of the weighting section 33 in the adding section 35 to obtain the drive wheel speed VF. Therefore, if the centripetal acceleration GY is, for example, 0.1 g or more, KG = 1, so that the wheel speed of the larger one of the two drive wheels output from the high vehicle speed selection unit 31 is output. Become. That is,
The turning degree of the vehicle increases and the centripetal acceleration GY is, for example, 0.
When the weight is 9 g or more, "KG = Kr = 1", so that the driving wheel side uses the wheel speed of the outer wheel having a higher wheel speed as the driving wheel speed VF, and the driven wheel side uses the wheel speed of the inner wheel having a lower wheel speed. Is set as the driven wheel speed VR, the slip amount DVi ′ (= VF−VΦ) calculated by the subtraction unit 41 is largely estimated. Accordingly, in order to estimate the target torque TΦ to be small, the output of the engine is reduced, the slip ratio S is reduced, and the lateral force A can be increased as shown in FIG. And a safe turn can be performed.

The slip amount DVi 'is added to the slip amount corrector 43 only at the time of turning when the centripetal acceleration GY occurs, as shown in FIG. 5, and the slip amount corrector 44 shown in FIG. Such a slip amount Vd is added. For example, assuming a curve turning at a right angle, the centripetal acceleration GY and its temporal change rate ΔGY have positive values in the first half of the turn, but the temporal change rate of the centripetal acceleration GY in the second half of the curve. ΔGY is a negative value. Accordingly, in the first half of the curve, the adder 42 adds the slip correction amount Vg shown in FIG.
(> 0) and the slip correction amount Vd (> 0) shown in FIG. 6 are added to obtain the slip amount DVi. In the latter half of the curve, the slip correction amount Vg (> 0) and the slip correction amount Vd
(<0) is added to be the slip amount DVi. Therefore, the slip amount DVi in the latter half of the turn is estimated to be smaller than the slip amount DVi in the first half of the turn, thereby reducing the engine output and increasing the lateral force in the first half of the turn, and in the latter half of the turn, The engine output is restored to improve the acceleration of the vehicle.

In this way, the corrected slip amount DVi is, for example, 1
It is sent to the TSn operation unit 45 with a sampling time T of 5 ms. In the TSn calculation unit 45, the slip amount DVi is integrated while being multiplied by the coefficient KI to obtain a correction torque TSn.

That is, the correction torque obtained by integrating the slip amount DVi, that is, the integral correction torque TSn, is obtained as TSn = KKiΣKi · DVi (KI is a coefficient that changes according to the slip amount DVi).

Further, the slip amount DVi is sent to the TPn calculator 46 at each sampling time T, and the correction torque TPn is calculated.

_{That, TPn = GK p DVi · K} P (K p is a coefficient) correction torque proportional to the slip amount DVi, is that is proportional correction torque TPn obtained as.

Further, the values of the coefficients GKi and GKp used for the calculations in the coefficient multiplying units 45b and 46b are switched to values according to the shift speed after the shift after a set time from the start of the shift when upshifting. This takes time from the start of the shift to the end of the shift after the shift stage is actually switched, and when shifting up, the above-mentioned coefficients GKi and GK corresponding to the high speed stage after the shift and the shift start
If p is used, the values of the correction torques TSn and TPn correspond to the values of the above-mentioned high-speed gears. Therefore, even though the actual shift is not completed, the value becomes smaller than the value before the start of the shift and the target torque TΦ becomes larger. This is because the slip is induced and the control becomes unstable.

Further, the driven wheel speed VR output from the acceleration unit 40 is input to the reference torque calculation unit 47 as the vehicle speed VB.
Then, the acceleration VB (GB) of the vehicle speed is calculated in the vehicle acceleration calculation section 47a. Then, the acceleration GB of the vehicle speed calculated by the vehicle acceleration calculating section 47a is filtered by any one of the above equations (1) to (3) by the filter 47b, and GBF according to the state of the acceleration GB. In the optimal position.

For example, if the slip rate S is in the range “1” in FIG. 15 while the acceleration of the vehicle is currently increasing, the control is immediately performed according to the state of the range “2”. As shown in the expression, the vehicle body acceleration GBF is calculated as the latest vehicle body acceleration GBFn by averaging GBFn-1 which is the output of the previous filter 47b and GBn detected this time with the same weight.

Further, for example, when the acceleration of the vehicle is currently decreasing, the slip ratio S is S> S1 and the range “2” shown in FIG.
In the case of shifting to “3”, the vehicle body acceleration GBF is set to the value of the previous filter 47 as shown in the above equation (2) in order to maintain control according to the state of the range “2” as much as possible.
The output of b is weighted and calculated as the previous vehicle acceleration GBFn.

Further, for example, when the acceleration of the vehicle is currently decreasing, the slip ratio S is S ≦ S1 and the range “2” shown in FIG.
In the case of shifting to “1”, in order to maintain control according to the state of the range “2” further than when calculating the vehicle body acceleration GBF by the above equation (2), the vehicle body acceleration GBF becomes
As shown in the above equation (3), the output of the previous filter 47b is very weighted and is calculated as the previous vehicle acceleration GBFn.

Then, the reference torque calculating section 47c calculates a reference torque TG (= GBF × W × Re).

The reference torque TG and the integral correction torque T
Subtraction with Sn is performed in a subtraction section 48, and the proportional correction torque TPn is further subtracted in a subtraction section 49. Thus, the target drive shaft torque TΦ is calculated as TΦ = TG−TSn−TPn.

This target drive shaft torque TΦ is input to the engine torque conversion unit 500 via the switch S1, and weeds at the total gear ratio between the engine 16 and the drive wheel axle to reduce the target engine torque T1.
Is calculated. The target engine torque T1 is corrected by the torque converter response delay correction unit 502 for the response delay of the torque converter to obtain the target engine torque T2. The target engine torque T2 is sent to the T / M friction correction unit 502, where the target engine torque T3 is corrected for the friction (friction) of the transmission interposed between the engine and the drive wheels.

The T / M friction correction unit 502 corrects the target engine torque T3 by estimating the warm-up state of the T / M by the first to seventh methods described below.

<First Method of T / M Friction Correction> In this first method, the oil temperature OT of T / M is detected by an oil temperature sensor, and when the oil temperature OT is low, the friction is large. Is referred to and the torque correction amount Tf is added to the target engine torque T2. That is, T3 = T2 + Tf (OT). As described above, since the torque correction amount Tf due to friction is determined according to the oil temperature OT of T / M, the target engine torque can be corrected with high accuracy for T / M friction.

<Second Method of T / M Friction Correction> In order to realize the second method, the T / M friction correction unit 502 uses the engine cooling water temperature instead of the T / M oil temperature OT.
WT is input, and instead of map m1, engine cooling water temperature WT
Are connected.

With such a configuration, the cooling water temperature WT of the engine 16 is measured by the sensor, and the warm-up state (oil temperature) of T / M is estimated from this, and the torque is corrected. That is, T3 = T2 + Tf (WT). Here, a map (not shown) is referred to for the torque correction amount Tf (WT), and the lower the engine coolant temperature WT, the lower the engine coolant temperature WT.
The oil temperature OT of T / M is estimated to be low, and the torque correction amount Tf is set to increase. As described above, since the friction of T / M is estimated from the cooling water temperature WT of the engine, T / M
The correction for the friction of T / M can be performed without using a sensor for detecting the oil temperature OT of the motor.

<Third Method of T / M Friction Correction> In order to realize the third method, the T / M friction correction unit 502 uses the engine cooling water temperature instead of the T / M oil temperature OT.
WT and the coolant temperature WT0 immediately after the start of the engine 16E are input, a map m2 showing the estimated oil temperature XT-torque correction amount Tf characteristic shown in FIG. 21, a post-start time τ-engine coolant temperature WT shown in FIG. Characteristic diagram m3 showing transmission oil temperature OT characteristics
Is connected.

With such a configuration, the map of FIG. 21 is referred to based on the cooling water temperature WT0 immediately after the start of the engine 16 and the real-time cooling water temperature WT, and the torque correction amount Tf is added to the target engine torque T2. The engine torque is T3.

That is, T3 = T2 + Tf (XT) XT = WT + KO * (WT-WTO). Here, XT is the estimated oil temperature of T / M, and K0 is the ratio of the temperature rise rate of the engine coolant temperature WT to the temperature rise rate of the T / M oil. This estimated oil temperature XT and engine cooling water temperature
The relationship between the oil temperature OT of WT and T / M and the elapsed time after starting the engine is shown in FIG. As shown in FIG. 22, the change in the estimated oil temperature XT with the lapse of the start time is substantially equal to the change in the oil temperature OT with the lapse of the start time. Therefore, the oil temperature can be accurately monitored without using an oil temperature sensor, and T / M
Is estimated, and thereby the target engine torque is corrected.

<Fourth Method of T / M Friction Correction> In order to realize the fourth method, the T / M friction correction unit 502 uses the engine cooling water temperature instead of the T / M oil temperature OT.
WT, elapsed time τ after engine start, and vehicle speed Vc are input, and instead of map m1, a torque correction amount Tf map that changes according to engine coolant temperature WT is connected.

With this configuration, it is calculated as T3 = T2 + Tf (WT) * {1-Kas (τ) * Kspeed (Vc)} based on the cooling water temperature WT of the engine 16E, the elapsed time τ after engine start, and the vehicle speed Vc. Is done. Here, Kas is a tailing coefficient based on the time (τ) after the start (0 gradually decreases with the lapse of time after the start).
), And Kspeed indicates a tailing coefficient depending on the vehicle speed (a coefficient that gradually approaches 0 as the vehicle speed increases). That is, when a sufficient time has elapsed since the start of the engine or when the vehicle speed has increased, the items {circle around (｛)} approach “0”. Therefore, if sufficient time has elapsed since the engine was started or the vehicle speed increased,
The torque correction amount Tf due to T / M friction is eliminated.

As described above, the warm-up state of the transmission is estimated from the engine cooling water temperature, the elapsed time after starting, and the vehicle speed. Therefore, even if the warm-up state is not directly detected from the transmission, the warm-up state of the transmission is determined according to the warm-up state of the transmission. When the friction of the transmission changes, the target engine torque T2 is increased and corrected by the torque Tf corresponding to the friction, so that the engine torque can be accurately controlled.

<Fifth Method of T / M Friction Correction> In order to realize this fifth method, the T / M friction correction unit 502 includes an engine or T / M instead of the T / M oil temperature OT.
The rotation speed N of M is input, and a map m4 indicating the engine rotation speed (or transmission rotation speed) N-torque correction amount Tf shown in FIG. 23 is connected instead of the map m1.

With such a configuration, the engine or T /
The torque correction amount Tf is calculated based on the rotation speed N by referring to the map in FIG. 23 based on the rotation speed N of M. That is, T3 = T2 + Tf (N). This is because as the rotational speed N of the engine or the T / M increases, the friction loss increases.

Further, a correction coefficient Kt (O) based on the oil temperature OT of T / M is added to the torque correction amount Tf (N) based on the engine or T / M rotation speed N.
T), the target engine torque T3 may be calculated as in the following equation. That is, by changing the torque correction amount Tf not only by the rotation speed N but also by the oil temperature OT as T3 = T2 + Tf (N) * Kt (OT), a more accurate target engine torque T3 can be set. .

As described above, the transmission friction is estimated according to the transmission or engine rotation speed. Therefore, even if the transmission or engine rotation speed changes and the transmission friction changes, the target engine torque is not changed.
By increasing and correcting T2 by the torque Tf corresponding to the friction to obtain the target engine torque T3, the engine output can be accurately controlled to the target engine torque.

<Sixth Method of T / M Friction Correction> In order to realize the sixth method, the T / M friction correction unit 502 uses the engine cooling water temperature instead of the T / M oil temperature OT.
WT, intake air amount Q after engine start is input, and map
Instead of m1, a torque correction amount Tf map that changes according to the engine cooling water temperature WT or a torque correction amount Tf for the engine cooling water temperature WT-intake air amount integrated value ΣQ shown in FIG.
Is connected.

With such a configuration, the cooling water temperature WT of the engine 16 and the intake air amount Q per unit time after the engine is started.
The warm-up state of the transmission is estimated from the integrated value of the above and the correction torque is obtained.

That is, the target engine torque T3 is obtained as T3 = T2 + Tf (WT) * {1-{(Kq * Q)}. Here, Kq is a coefficient for converting an intake air amount into a loss torque, and is set to Kq = Kq1 when the clutch is off or the idling state where the idle SW is on, and otherwise Kq = Kq0 ( > Kq1).

In the above equation, the intake air amount Q per unit time after the engine is started is multiplied by a coefficient Kq to obtain 積 算 (Kq * Q).
And {1-{(Kq * Q)}} and the engine cooling water temperature WT
The product obtained by multiplying the target engine torque T2 by a torque correction amount TW (WT) based on the above is added to the target engine torque T2. In this manner, when the vehicle is rapidly accelerated after the engine is started and the intake air amount Q per unit time is rapidly increased, that is, even when the engine cooling water temperature WT is low, the transmission is sufficiently warmed up and T In the case where the / M friction correction is not necessary, the item {} is immediately set to "0" to eliminate unnecessary torque correction. In the idling state, Kq is set to a small value. However, if the idling state continues, it takes time until the transmission is sufficiently warmed up, so that the accumulation of the intake air amount Q per unit time should be minimized. The torque correction amount Tf based on the engine cooling water temperature is estimated to be smaller. In this way, when the idling state is continued, the T / M friction correction is performed so as to leave the Tf (WT) term. The integration of the intake air amount Q per unit time is calculated based on the intake air amount A / N per engine cycle.

The T / M friction torque Tf may be calculated using a three-dimensional map as shown in FIG.
In this case, the target engine torque T3 is represented by the following equation. That is, T3 = T2 + Tf (WT, ΔQa) By the way, in FIG. 24, Tf is set to “0” when ΔQa exceeds a certain value. This is because when the total sum of the intake air amounts exceeds a certain value, it is determined that the T / M oil is sufficiently warmed and the friction of the T / M can be ignored.

In this way, the warm-up state of T / M is estimated from the integrated value of the cooling water temperature of the engine and the intake air amount after the engine is started, and the torque correction amount is determined according to the estimated warm-up state of T / M. Since Tf is changed, the engine output can be accurately controlled to the target engine torque without directly detecting the warm-up state from the transmission. Furthermore, since the integration of the intake air amount is estimated to be small during the idling state, it is possible to accurately grasp the phenomenon that the T / M does not reach the warm-up state even when the idling state continues. That is, when the vehicle is in the idling state, the torque correction amount Tf is estimated to be larger than that in the non-idling state.

<Seventh Method of T / M Friction Correction> In order to realize the seventh method, the T / M friction correction unit 502 uses the engine cooling water temperature instead of the T / M oil temperature OT.
WT, mileage after engine start ΣVs is input, map
Instead of m1, a torque correction amount Tf map that changes according to the engine coolant temperature WT is connected.

The torque correction amount Tf is determined from the cooling water temperature WT of the engine 16E or the oil temperature of the engine 16E and the traveling distance ΔVs after starting the engine. That is, T3 = T2 + Tf (WT) * {1-{(Kv * Vs)} Here, Kv is a coefficient for converting the traveling distance (= .DELTA.Vs) into an output correction, and when the idle SW is turned on or the clutch is turned off. Kv = Kv in idling state like
It is set to 1; otherwise, Kv = Kv2 (> Kv1).

In the above equation, 走 行 (Kv * Vs) is obtained by multiplying the mileage ΣVs after engine start by multiplying by the correction coefficient Kv,
The product of {1-{(Kv * Vs)} multiplied by the torque correction amount Tf (WT) based on the engine coolant temperature WT is added to the target engine torque T2. By doing this,
When the vehicle travels after the engine starts and the traveling distance increases, the item {circle around (｛)} approaches “0” to eliminate unnecessary torque correction.

In the idling state, the load on the transmission is small, so that the oil temperature of the transmission increases moderately. For this reason, the torque loss in the transmission decreases only gradually. Therefore, by setting Kv to a small value in the idling state, ｛…｝
The term is slowly approached to "0" so that the torque correction is performed as long as possible.

As described above, the warm-up state of the transmission is estimated based on the cooling water temperature of the engine and the traveling distance after the engine is started without directly detecting the warm-up state from the transmission using the oil temperature sensor or the like of the transmission. Since the torque correction amount Tf is changed according to the warm-up state of the transmission, the engine output can be accurately controlled to the target engine torque. Further, the running distance is not integrated in the idling state, so that even when the idling state continues, it is possible to accurately grasp the phenomenon that the transmission does not reach the warm-up state.

Next, the target engine torque T3 output from the T / M friction correction unit 502 is sent to the external load correction unit 503, and when there is an external load such as an air conditioner, the target engine torque T3 is corrected and the target engine torque T3 is corrected. The torque is T4. The correction by the external load correction unit 503 is performed by one of the following first and second methods.

<First Method of External Load Correction> The target engine torque T3 is corrected according to the air-conditioner load to obtain the target engine torque T4. That is, T4 = T3 + TL. Here, TL is set to a constant value when the air conditioner is turned on, and is set to “0” when the air conditioner is turned off. In this manner, when there is an air conditioner load, the loss of the engine output due to the air conditioner load is prevented by adding the loss torque TL corresponding to the air conditioner load to the target engine torque T3 to obtain the target engine torque T4. I have.

Also, paying attention to the fact that the magnitude of the air conditioner load changes according to the engine rotation speed Ne, the loss torque TL according to the engine rotation speed Ne is stored in the map m11 as shown in FIG. The target engine torque T4 may be calculated. That is, T4 = T3 + TL (Ne) may be satisfied.

<Second Method of External Load Correction> To realize the second method, the external load correction unit 50
A power steering switch and a power steering pump oil pressure OP are input to 3 in place of the air conditioner switch SW and the engine speed Ne, and the pump oil pressure OP shown in FIG. 26 is used instead of the map m11.
And a map m12m showing the relationship between the torque and the loss torque TL.

With this configuration, the target engine torque T3 is corrected according to the power steering load to obtain the target engine torque T4. That is, T4 = T3 + TL. Here, TL is set to a constant value when the power steering is turned on, and is set to “0” when the power steering is turned off. In this way, when the power steering load is present, the loss of the engine output due to the power steering load is reduced by adding the loss torque TL corresponding to the power steering load to the target engine torque T3 to obtain the target engine torque T4. Preventing.

Also, paying attention to the fact that the magnitude of the power steering load changes according to the power steering pump oil pressure OP, as shown in FIG.
L is stored in the map, and the target engine torque T4
May be calculated. That is, T4 = T3 + TL (O
P)

The target engine torque T4 calculated as described above is sent to the atmospheric condition correction unit 504, and the target engine torque T4 is corrected based on the atmospheric pressure to become the target engine torque T5. That is, T5 = T3 + Tp (AP) where Tp is the torque correction amount shown in the map of FIG. That is, in an area having a low atmospheric pressure such as an altitude, the engine output increases due to a decrease in pumping loss and an increase in combustion speed due to a decrease in back pressure, and the torque correction amount Tp is reduced accordingly.

Thus, the engine output can be accurately controlled to the target engine torque under any atmospheric conditions.

In this way, the target engine torque T5 corrected based on the atmospheric pressure is sent to the operating state correction unit 505, and the target engine torque T5 is corrected according to the operating state of the engine, that is, the warm-up state. 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 of Correcting Engine Operating Conditions> The target engine torque T6 is calculated based on the engine coolant temperature WT.
The torque correction amount TW is added to the target engine torque T5 according to the cooling water temperature WT of the engine with reference to the map of FIG. 28 to obtain the target engine torque T6. That is, T6 = T5 + TW (WT). As shown in FIG. 28, the lower the cooling water temperature WT, the greater the torque correction amount TW because the engine 16E is not warmed up.

Further, the torque correction amount TW may be mapped (not shown) using the engine coolant temperature WT and the engine rotation speed Ne. That is, T6 = T5 + TW (WT, Ne).

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

<Second Method of Engine Operating Condition Correction> To realize this second method, the operating condition correction unit 50
5 is connected to a map m32 indicating the characteristic of the elapsed time after engine start τ-torque correction amount Tas shown in FIG. 29 in addition to the map m32, and the elapsed time τ after engine start is replaced with the engine rotation speed Ne. Is entered.

With this configuration, the torque correction amount Tas according to the time τ after the engine is started as shown in FIG.
By adding (τ) to the target engine torque T5,
The target engine torque T6 has been obtained. That is, T6 = T5 + Tas (τ). In this way, the warm-up state of the engine is estimated based on the elapsed time τ after the start of the engine.

In addition, a torque correction amount is obtained from a three-dimensional map (not shown) determined by the time after engine start τ and the cooling water temperature WT.
You may ask for Tas. That is, T6 = T5 + Tas (τ, WT) may be set. By using such a map, the cooling water temperature WT0 at the time of starting is measured, the torque correction amount Tas is determined according to the elapsed time τ, or the cooling water temperature W at the elapsed time τ is determined.
By measuring T, the torque correction amount Tas may be determined.

Also, the torque correction amount TW according to the engine cooling water temperature WT
(WT) and the elapsed time after engine start τ are multiplied by a parameter correction coefficient Kas (τ) to obtain a torque correction amount, and this is added to the target engine torque T5 to obtain the target engine torque T6. good.

 That is, T6 = T5 + TW (WT) * Kas (τ).

Here, TW (WT) is a torque correction amount according to the engine coolant temperature WT, and Kas (τ) is a correction coefficient based on an elapsed time τ after the engine is started.

In this manner, the engine output fluctuation is estimated by estimating the warm-up state of the engine based on the engine cooling water temperature and the elapsed time after the engine start, and the target engine torque is corrected. The engine output can be controlled to the target engine torque regardless of the warm-up state.

<Third Method of Engine Operating Condition Correction> To realize the third method, the operating condition correcting unit 50 is used.
5, a map m31 indicating the engine oil temperature-torque correction amount Tj characteristic shown in FIG. 30 is connected instead of the map m31, and the engine oil temperature OT is input instead of the engine cooling water temperature WT.

With this configuration, in the third method, the torque correction amount Tj is obtained from the engine oil temperature OT with reference to the map shown in FIG. That is, it is calculated as T6 = T5 + Tj (OT). Thus, the engine cooling water temperature WT is estimated from the engine oil temperature OT, and the warm-up state of the engine is detected.

The torque correction amount Tj may be obtained from a three-dimensional map of the engine oil temperature OT and the engine rotation speed Ne (not shown). That is, T6 = T5 + Tj (OT, Ne) may be satisfied.

In this manner, the warm-up state of the engine is detected by detecting the temperature of the engine oil whose temperature is increased by the rotation of the engine, and the target engine torque is corrected. Even in this state, the engine output can be controlled to the target engine torque.

<Fourth Method of Engine Operating Condition Correction> To realize this fourth method, the operating condition correction unit 50
The map 31 does not have to be connected to 5. Further, instead of the engine cooling water temperature WT and the engine rotation speed Ne, the operating condition correction unit 505 is input with the combustion chamber wall temperature CT, the intake air amount Q per unit time, the in-cylinder pressure CP, and the like.

With this configuration, the fourth method uses the integral value Σ of the combustion chamber wall temperature CT and the intake air amount Q per unit time.
Q, the target engine torque T5 is determined by correcting the target engine torque T5 by the in-cylinder pressure CP. That is, T6 = T5 + Tc (CT / CT0) * Kcp (cp / cp0) * {1-Kq * {(Q)}.

Here, CT is the temperature of the combustion chamber wall of the engine, CT0 is the temperature of the combustion chamber wall when the engine is started, and Tc is the ratio (CT / CT0) between the combustion chamber wall temperature CT of the engine and the combustion chamber temperature CT0 when the engine is started. Torque correction amount, CP is the in-cylinder pressure of the engine, CP0 is the in-cylinder pressure at the start of the engine, Kcp is the correction coefficient based on the ratio (CP / CP0) of the in-cylinder pressure CP to the in-cylinder pressure CP0 at the start of the engine, and Kq is the value after the start. Is a coefficient for converting the integrated value of the intake air amount of the above into a torque correction coefficient.

As described above, 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 the engine is started, and the in-cylinder pressure, and the target engine torque is corrected.
The engine output can be controlled to the target engine torque regardless of the warm-up state of the engine.

Further, the lower limit value setting unit 506 limits the lower limit value of the engine torque to the target engine torque T6 corrected by the operating conditions of the engine. Thus, by controlling the lower limit value of the target engine torque T6 with reference to FIG. 16 or FIG. 17, the occurrence of engine stall due to the target engine torque being too low is prevented.

Then, the target engine torque T7 output from the lower limit value setting unit 506 is sent to the target air amount calculation unit 507, and the target air amount (mass) A / Nm for outputting the target engine torque T7 is calculated. .

In the target air amount calculation unit 507, the target air amount (mass) A / Nm is obtained from the engine speed Ne and the target engine torque Tel by referring to the three-dimensional map in FIG. That is, it is calculated as A / Nm = f [Ne, T7].

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

A / Nm may be obtained by multiplying the engine speed Ne by a coefficient Ke as shown in FIG. 32 and the target engine torque T7, that is, A / Nm = Ka (Ne) * T7. Further, Ka (Ne) may be used as a coefficient.

Further, in the target air amount calculation unit 507, the intake air amount (mass) A / Nm is corrected based on the intake air temperature and the atmospheric pressure and converted into an intake air amount (volume) A / Nv in a standard atmospheric condition.

That is, A / Nv = (A / Nm) / {Kt (AT) * Kp (AT)}. Here, A / Nv is the amount (volume) of intake air per one revolution of the engine, Kt is the density correction coefficient using the intake air temperature (AT) as a parameter as shown in FIG. 33, and Kp is as shown in FIG. A density correction coefficient using the atmospheric pressure (AT) as a parameter is shown.

The target intake air amount A / Nv (volume) calculated in this way is corrected by the target air amount correction unit 508 based on the intake air temperature to obtain the target air amount A / N0.

That is, A / N0 = A / Nv * Ka '(AT).

Here, A / N0 is the target air amount after correction, A / Nv is the target air amount before correction, and Ka ′ is a correction coefficient based on the intake air temperature (AT) (FIG. 35).

In this way, the target air amount A / Nv (volume) is calculated by the intake air temperature (AT)
The target air amount A / N0 is corrected by the following formula, so that even if the intake air temperature (AT) changes and the intake efficiency to the combustion chamber of the engine changes, the target air amount A / N0 is accurately transferred to the combustion chamber. The air can be sent, and the target engine output can be accurately achieved.

Hereinafter, the target air amount A / N0 output from the target air amount correction unit 508 is input to the working cylinder number calculation unit 509. In the working cylinder number calculation unit 509, the target air amount A / N0 is divided by the intake air amount A / N1 per cylinder, and the quotient Np
The remainder is A / Nr. The intake air amount per cylinder obtained by dividing the intake air amount A / Np per engine rotation cycle by the number n of cylinders of the engine 16E.
A / N1 means the amount of intake air taken into one cylinder of the engine 16E per one cycle of engine rotation. In other words, the target air amount A / N0 is calculated as the intake air amount per cylinder described above.
By dividing by A / N1, it is calculated how many cylinders the target air amount A / N0 corresponds to the intake air amount.

The number of working cylinders Np is sent to the number-of-cylinder-to-cylinder calculation unit 512, and the number Ns of cylinders to be ceased to be capped is calculated. That is, Ns = N−
(NP + 1). For example, a four-cylinder engine (N =
In 4), when the number of working cylinders is Np = 2, Ns = 1, and one cylinder is closed. Then, this cylinder deactivation control is performed by the engine control controller 16, the supply of fuel to one cylinder is cut, and the engine output is reduced.

By the way, the target air volume
A / N0 is represented by the following equation. That is, A / N0 = (Np + 1) × A / N1− (A / N1−A / Nr) As is clear from this equation, when (Np + 1) is the number of working cylinders, the intake air amount (A / N1− A / Nr) needs to be reduced. In the present invention, this intake air amount (A / N1-A / N
The reduction of torque corresponding to r) is controlled by controlling the amount of power generated by the generator.

That is, (A / N1−A / Nr) is calculated by the subtractor 511, and is set as the intake air amount A / Ng corresponding to the torque reduction.

The intake air amount A / Ng corresponding to the torque reduction is sent to the torque calculation unit 513, and the reduced torque Tg corresponding to the intake air amount A / Ng is calculated with reference to the map in FIG. The reduced torque Tg is sent to the power generation control amount calculation unit 514, and the target current I (= K1 · Ne · Tg + K2) (K1 and K2 are constants) is calculated. This target current I corresponds to the power generation load control unit 51 shown in FIG.
Output to 5. That is, the voltage corresponding to the target current I is input to the + terminal of the subtractor 105, and subtraction from the voltage corresponding to the generated current Ir input to the-terminal of the subtractor 106 is performed. Then, the voltage corresponding to the target current I and the generated current
When the deviation ΔV of the voltage corresponding to Ir is equal to or larger than the predetermined value Vf, the comparator 107 outputs an H level signal to the base of the transistor Q. On the other hand, a deviation Δ between a voltage corresponding to the target current I and a voltage corresponding to the generated current Ir.
When V is smaller than the predetermined value Vf, the L level signal is output from the comparator 107 to the base of the transistor Q. Therefore, when the deviation ΔV is equal to or larger than the predetermined value Vf, the transistor Q is turned on and the torque control load 107
Is incorporated in parallel with the resistor R2, and the generated current Ir is increased. Due to the increase of the generated current Ir, the potential of the non-ground terminal of the resistor R1 increases. Therefore, the voltage input to the minus terminal of the subtractor 106 increases. Thereby, the subtractor 106
Is smaller than the predetermined value Vf, the transistor Q is turned off, and the torque control load 107 is disconnected from both ends of the resistor R2.

By the way, the larger driven wheel speed output from the high vehicle speed selector 37 is subtracted from the wheel speed VFR of the drive wheel by the subtractor 55. Further, the larger driven wheel speed output from the high vehicle speed selector 37 is subtracted in the subtractor 56 from the wheel speed VFL of the drive wheel. Therefore, the outputs of the subtraction units 55 and 56 are underestimated to reduce the number of times the brake is used even during turning, and reduce the slip of the drive wheels by reducing the engine torque.

The output of the subtraction unit 55 is multiplied by KB (0 <
KB <1), the output of the subtractor 56 is multiplied by (1−KB) in the multiplier 58, and then added in the adder 59 to obtain the slip amount DVFR of the right driving wheel. At the same time,
The output of the subtraction unit 56 is multiplied by KB in the multiplication unit 60, the output of the subtraction unit 55 is multiplied by (1−KB) in the multiplication unit 61 and then added in the addition unit 62 to obtain the slip amount DVFL of the left driving wheel. It is said. The variable KB changes in accordance with the elapsed time t from the start of the traction control as shown in FIG. 13, and is set to “0.5” at the start of the traction control. 0.8 ". That is, when the slip of the drive wheels is reduced by the brake, at the start of braking, both the wheels are simultaneously braked, so that an unpleasant steering wheel shock at the start of braking on a split road, for example, can be reduced. . On the other hand, an operation in the case where the brake control is continuously performed and the KB becomes “0.8” will be described. In this case, when one of the drive wheels slips, the other drive wheel recognizes that the slip has occurred by 20% of the one drive wheel and performs the brake control. This is because if the brakes on the left and right drive wheels are completely independent, if only one of the drive wheels is braked and the rotation decreases, the differential drive wheel slips due to the action of the differential and the brake is applied. This is because it is not preferable to be repeated. The slip amount DVFR of the right driving wheel is differentiated by a differentiator 63 to calculate a temporal change amount thereof, that is, a slip acceleration GFR, and the slip amount DVFL of the left drive wheel is differentiated by a differentiator 64 to calculate the time. The target change amount, that is, the slip acceleration GFL is calculated. Then, the slip acceleration GFR is sent to the brake fluid pressure change amount (ΔP) calculation unit 65,
Referring to the GFR (GFL)-. DELTA.P conversion map shown in the figure, a change amount .DELTA.P of the brake fluid pressure for suppressing the slip acceleration GFR is obtained.

Further, the change amount ΔP is a ΔP-T conversion unit that calculates the opening time T of the inlet valve 17i and the outlet valve 17o when the switch S2 is closed, that is, when the start / end determination unit 50 determines that the control start condition is satisfied. Given to 67. That is, the valve opening time T calculated by the ΔP-T converter 67 is used as the brake operation time FR of the right driving wheel WFR.
At the same time, the slip acceleration GFL is sent to the brake fluid pressure change amount (ΔP) calculation unit 66, and the GFR (G
FL)-[Delta] P conversion map, and the slip acceleration G
A change amount ΔP of the brake fluid pressure for suppressing FL is obtained. This change amount ΔP is given to a ΔP-T conversion unit 68 that calculates the opening time T of the inlet valve 18i and the outlet valve 18o when the switch S3 is closed, that is, when the start / end determination unit 50 determines that the control start condition is satisfied. Can be That is,
The valve opening time T calculated by the ΔP-T converter 68 is used as the brake operation time FL of the left driving wheel WFL. This suppresses the occurrence of the above-mentioned slip due to the left and right drive wheels WFR and WFL.

In FIG. 14, when the brake is applied at the time of turning, in order to strengthen the brake of the drive wheel on the inner wheel side,
The inner wheel side at the time of turning is shown by a broken line a. In this way, when the load shifts to the outer wheel side during turning and the inner wheel side is liable to slip, the change ΔP of the brake fluid pressure is made larger on the inner wheel side than on the outer wheel side. At times, the inner ring side can be prevented from slipping.

In the above-described embodiment, the torque is reduced by controlling the number of cylinders and the power generation load. However, the control of the number of cylinders is not performed, and the torque is reduced only by the power generation load. Is also good.

[Effects of the Invention] As described above in detail, according to the present invention, there is provided an acceleration slip prevention device capable of continuously reducing the engine output without changing the hardware of the engine and without damaging the catalyst. Can be provided.

[Brief description of the drawings]

FIG. 1 is an overall configuration diagram of an acceleration slip prevention device according to the present invention, and FIGS. 2 (A) to 2 (D) are block diagrams showing control of the traction controller of FIG. 1 for each functional block. FIG. 3 is a diagram showing the relationship between the centripetal acceleration GY and the variable KG, FIG. 4 is a diagram showing the relationship between the centripetal acceleration GY and the variable Kr, and FIG. 5 is a diagram showing the relationship between the centripetal acceleration GY and the slip correction amount Vg. FIG. 6 shows a temporal change amount ΔGY of the centripetal acceleration.
FIG. 7 to FIG. 12 showing the relationship between
The figure shows the relationship between the vehicle speed VB and the variable Kv, respectively.
FIG. 13 is a diagram showing a change with time of the variable KB from the start of the brake control, and FIG. 14 is a diagram showing a time change GFR (GF
L) and the relationship between the amount of change ΔP in brake fluid pressure and FIG.
5 and 18 show the relationship between the slip ratio S and the friction coefficient μ of the road surface, respectively, FIG. 16 shows the Tlim-t characteristic, FIG. 17 shows the Tlim-VB characteristic, and FIG. The figure shows the state of the vehicle at the time of turning, FIG. 20 is the characteristic diagram of the transition oil temperature OT-torque correction amount Tf, FIG. 21 is the characteristic diagram of the XT-torque correction amount Tf, and FIG. τ-engine cooling water temperature
WT, transmission oil temperature OT characteristic diagram, FIG. 23 is a rotation speed N-torque correction amount Tf characteristic diagram, and FIG. 24 is an engine cooling water temperature WT-torque correction amount Tf with respect to the integrated intake air amount ΣQ.
FIG. 25 is a diagram showing the relationship between the rotational speed Ne and the loss torque TL, FIG. 26 is a diagram showing the relationship between the pump oil temperature OP and the loss torque TL, and FIG. FIG. 28 is a graph showing the relationship between the engine coolant temperature WT and the torque correction amount TW, and FIG.
-Torque correction amount Tas characteristic diagram, Fig. 30 is engine oil temperature-torque correction amount Tj characteristic diagram, Fig. 31 is target engine torque T7-
A three-dimensional map showing the intake air amount A / Nm (mass) per engine revolution with respect to the engine speed Ne. Fig. 32 is a coefficient
Fig. 33 shows the intake air temperature characteristic of the coefficient Kt, Fig. 34 shows the atmospheric pressure characteristic of the coefficient Kp, and Fig. 35 shows the intake temperature characteristic of the coefficient Ka '. FIG. 36 is a (Ne, A / Ng) -Tg map. 11-14: Wheel speed sensor, 15: Traction controller, 45: TSn calculator, 45b, 46b: Coefficient multiplier, 46: TPn calculator, 47: Reference torque calculator, 503: Engine torque calculator, 507: Target Air amount calculation unit, 512 ... Number of cylinders to be stopped calculation unit, 53
... a centripetal acceleration calculation unit, 54 ... a centripetal acceleration correction unit.

Continuation of the front page (56) References JP-A-3-15634 (JP, A) JP-A-2-241938 (JP, A) JP-A-1-190552 (JP, A) JP-A-2-291455 (JP) JP-A-59-37849 (JP, A) JP-A-2-38148 (JP, A) JP-A-62-61949 (JP, U) (58) Fields investigated (Int. Cl. ⁶ , DB Name) F02D 29 / 02,311 F02D 29/06 F02D 45 / 00,345 F02P 9/04

Claims (1)

(57) [Claims] 1. An output of a driving wheel speed detecting means for detecting a wheel speed of a driving wheel of a vehicle, a non-driving wheel speed detecting means for detecting a wheel speed of a non-driving wheel of the vehicle, and an output of the driving wheel speed detecting means. A slip state amount detecting means for detecting a slip state amount of the vehicle based on the output of the non-driving wheel speed detecting means, and a slip of the driving wheel based on the slip state amount detected by the slip state amount detecting means. A target driving torque calculating means for calculating a target driving torque capable of suppressing the above-mentioned, a generator supplied with power from an engine of the vehicle and charging a battery mounted on the vehicle, and an actual driving torque calculated as the target driving torque. Calculating a power generation control amount of the generator required to achieve a part or all of the torque reduction amount for approaching the target drive torque calculated by the means; Control amount calculation means, power generation load control means for controlling the power generation amount of the generator to be the power generation control amount calculated by the power generation control amount calculation means, and a part of the torque reduction amount of the generator. An engine output control amount calculating means for calculating an output control amount of the engine required to achieve the remaining portion of the torque reduction amount when achieving by the power generation control; and An engine output control means for controlling the output control amount to be an output control amount calculated by the means.