JP4010294B2 - Acceleration slip control device for vehicle - Google Patents

Description

  The present invention relates to an acceleration slip control device for a vehicle, and more particularly to an acceleration slip control device for controlling an engine torque to be a target engine torque in a vehicle having a torque converter in a drive system.

  As one of the acceleration slip control devices for vehicles such as automobiles, for example, as described in the following Patent Document 1 relating to the application of the present applicant, the target drive torque of the drive wheels for reducing the acceleration slip of the drive wheels is described. The target engine torque is calculated based on the target engine torque, the target engine speed is calculated based on the target engine torque, and the target engine torque is corrected with the feedback correction amount based on the deviation between the target engine speed and the actual engine speed. 2. Description of the Related Art Conventionally, an acceleration slip control device for a vehicle configured to calculate a target throttle opening based on a target engine torque and a target engine speed and control an engine output based on the target throttle opening is known.

According to such an acceleration slip control device, the target engine torque is corrected by the feedback correction amount based on the deviation between the target engine speed and the actual engine speed. Therefore, the target engine torque is corrected based on the deviation of the engine speed. The target engine torque can be appropriately calculated as compared with the case where the amount is not corrected, and the acceleration slip of the drive wheels can be appropriately reduced.
JP 2001-107767 A

  However, in the conventional acceleration slip control device as described above, the target engine speed is calculated based on the target engine torque using the characteristics of the torque converter provided in the drive system, but the feedback correction amount is the engine rotation speed. The torque converter is a correction amount for correcting the torque based on the deviation of the number, and the feedback gain based on the deviation of the engine speed is constant, and the characteristics of the torque converter are not taken into account when calculating the feedback correction amount. Depending on the operating conditions, there is a case where the target engine torque cannot be properly corrected with the feedback correction amount based on the deviation of the engine speed, and there is room for improvement in this respect.

  In particular, whether the feedback correction based on the deviation of the engine speed is accurate or not depends on whether the target engine torque is output from the acceleration slip calculation control device that controls the acceleration slip to the engine calculation control device that controls the engine output. The target throttle opening is not calculated based on the target engine torque and the target engine speed, but is calculated based on the target engine torque and the actual engine speed. It is remarkable when it is done.

The present invention has been made in view of the above-described problems in the conventional acceleration slip control apparatus configured so that the target engine torque is corrected by the feedback correction amount based on the deviation of the engine speed. The main problem of the invention is that the target engine torque calculated based on the characteristics of the input / output torque of the torque converter based on the acceleration slip condition of the vehicle and the target engine torque corresponding to the actual engine speed by calculating the feedback correction amount based on the deviation, properly correcting the target engine torque at a proper feedback correction amount regardless of the operating conditions of the torque converter, thereby even further properly reduced acceleration slip of the driving wheels That is.

According to the present invention, the main problem described above is the vehicle acceleration slip control device for controlling the engine torque to be the target engine torque in the vehicle having the structure of claim 1, that is, the drive system including the torque converter. Then, the target output torque Ttt and the target output speed Ntt of the torque converter are calculated based on the state of acceleration slip of the vehicle, and the torque converter of the torque converter is calculated based on the target output torque Ttt and the target output speed Ntt of the torque converter. The target engine torque Tet and the target engine speed Net are calculated using the relation between the input / output torque and the input / output speed, and the relation between the input speed and the input torque of the torque converter based on the actual engine speed Ne. Is used to calculate a target engine torque Teta corresponding to the actual engine speed Ne, and the target engine torque Tet A feedback correction amount ΔTet based on a deviation from the target engine torque Teta corresponding to the actual engine speed is calculated, the target engine torque Tet is corrected with the feedback correction amount ΔTet , and the engine torque is corrected to the target after correction. This is achieved by an acceleration slip control device for a vehicle characterized by controlling the engine torque Tet .
Further, according to the present invention, the above-mentioned main problem is that the vehicle according to the fourth aspect of the present invention, that is, a vehicle having a torque converter in the drive system, is controlled so that the engine torque becomes the target engine torque. The apparatus calculates a target output torque Ttt and a target output rotational speed Ntt of the torque converter based on the acceleration slip condition of the vehicle, and the torque converter based on the target output torque Ttt and the target output rotational speed Ntt of the torque converter. The target engine speed Net is calculated using the relationship between the input and output speeds, the target speed ratio Et of the torque converter is calculated based on the target output torque Ttt and the target output speed Ntt of the torque converter, and the target Based on the speed ratio Et, the target capacity coefficient Cpt of the torque converter is calculated, and the square of the target engine speed Net and the actual error are calculated. Calculating a feedback correction amount DerutaTet based on the product of the deviation Net ² -Ne ² and the target capacity coefficient Cpt the square gin speed Ne, and corrects the target engine torque Tet in the feedback correction amount DerutaTet, the engine torque Is achieved by a vehicle acceleration slip control device characterized in that control is performed so as to become the corrected target engine torque Tet.

According to the present invention, in order to effectively achieve the main problem described above, in the configuration of claim 1, the torque converter is configured based on the target output torque Ttt and the target output rotational speed Ntt of the torque converter. A target speed ratio Et is calculated, and the target engine torque Tet is calculated based on the target output torque Ttt and the target speed ratio Et of the torque converter (configuration of claim 2).
According to the present invention, in order to effectively achieve the main problems described above, the torque converter according to claim 1 or 2, based on the target output torque Ttt and the target output rotational speed Ntt of the torque converter. When the target speed ratio Et is larger than a preset reference value, the target engine speed Net is calculated based on the target output speed Ntt and the target speed ratio Et, When the target speed ratio Et is less than or equal to a preset reference value, a target capacity coefficient Cpt of the torque converter is calculated based on the target speed ratio Et, and the target output torque Ttt, the target torque ratio Rt, and the target The target engine speed Net is calculated based on the capacity coefficient Cpt (configuration of claim 3).

According to the present invention, the corrected target engine torque Tet and the actual engine speed in the configuration according to any one of claims 1 to 4, in order to effectively achieve the main problems described above. The target throttle opening is calculated based on Ne or the target engine speed Net, and control is performed so that the throttle opening becomes the target throttle opening, thereby controlling the engine torque to be the corrected target engine torque. (Structure of claim 5 ).

According to the present invention, the target speed ratio Et and the target for the torque converter model corresponding to the torque converter in the configuration of claim 2 or 3 can be effectively achieved. calculates a target torque ratio Rt using the relationship between the torque ratio Rt, wherein based on the target output torque Ttt and the target torque ratio Rt of the torque converter configured to compute the target engine torque Tet (claim 6 Configuration).

According to the present invention, in order to effectively achieve the main problem described above, in the configuration according to any one of claims 3 to 6, the target for the torque converter model corresponding to the torque converter is provided. The target capacity coefficient Cpt is calculated using the relationship between the speed ratio Et and the target capacity coefficient Cpt (structure of claim 7 ).
[ Effect of the invention ]

According to the configuration of the first aspect, the target output torque Ttt and the target output rotational speed Ntt of the torque converter are calculated based on the acceleration slip condition of the vehicle, and the target output torque Ttt and the target output rotational speed Ntt of the torque converter are calculated. Based on the relationship between the input / output torque of the torque converter and the relationship between the input / output rotational speed, the target engine torque Tet and the target engine rotational speed Net are calculated, and the input rotational speed and input torque of the torque converter are calculated based on the actual engine rotational speed Ne. Is used to calculate the target engine torque Teta corresponding to the actual engine speed Ne, and the feedback correction amount ΔTet based on the deviation between the target engine torque Tet and the target engine torque Teta corresponding to the actual engine speed is calculated. is, the target engine torque Tet is corrected by the feedback correction amount DerutaTet, engine DOO Click is controlled to be the target engine torque Tet corrected.
Accordingly, the target engine torque Tet and the target engine speed Net can be accurately calculated regardless of the operating condition of the torque converter, and the target engine torque Teta corresponding to the actual engine speed Ne can be accurately calculated regardless of the operating condition of the torque converter. can be computed, since this makes it possible to accurately calculating the feedback correction amount based on the deviation between irrespective target engine torque Tet and a target engine torque Teta the operating status of the torque converter, input and output torque of the torque converter as compared with the conventional acceleration slip control device feedback correction amount based on the deviation between the target engine speed and the actual engine speed is calculated with respect to the target engine torque without utilizing such characteristics of the relationship, the torque converter in a proper feedback correction amount regardless of the operating conditions The target engine torque is appropriately corrected, and thereby, the acceleration slip of the drive wheel can be further appropriately reduced.

According to the second aspect of the present invention, the target speed ratio Et of the torque converter is calculated based on the target output torque Ttt and the target output speed Ntt of the torque converter, and the target output torque Ttt and the target speed ratio Et of the torque converter are calculated. since the target engine torque Tet is calculated on the basis, it can be accurately calculated the targets engine torque Tet.
According to the third aspect of the present invention, the target speed ratio Et of the torque converter is calculated based on the target output torque Ttt and the target output speed Ntt of the torque converter, and the target speed ratio Et is larger than a preset reference value. When it is larger, the target engine speed Net is calculated based on the target output speed Ntt and the target speed ratio Et, and when the target speed ratio Et is equal to or less than a preset reference value, the torque converter is operated based on the target speed ratio Et. Since the target capacity coefficient Cpt is calculated and the target engine speed Net is calculated based on the target output torque Ttt, the target torque ratio Rt and the target capacity coefficient Cpt, the target engine speed is set regardless of the target speed ratio Et of the torque converter. Net can be calculated accurately.
According to the fourth aspect of the present invention, the target output torque Ttt and the target output rotational speed Ntt of the torque converter are calculated based on the acceleration slip condition of the vehicle, and the target output torque Ttt and the target output rotational speed Ntt of the torque converter are calculated. The target engine speed Net is calculated based on the relationship between the input and output speeds of the torque converter, and the target speed ratio Et of the torque converter is calculated based on the target output torque Ttt and the target output speed Ntt of the torque converter, A target capacity coefficient Cpt of the torque converter is calculated based on the target speed ratio Et, and is based on a product of a deviation Net ² -Ne ² between the square of the target engine speed Net and the square of the actual engine speed Ne and the target capacity coefficient Cpt. A feedback correction amount ΔTet is calculated.
Therefore, the target engine torque Tet and the target engine speed Net can be accurately calculated regardless of the operating condition of the torque converter, and the square of the target engine speed Net and the actual engine speed Ne can be calculated regardless of the operating condition of the torque converter. Since the feedback correction amount can be accurately calculated based on the deviation Net ² −Ne ^{2 from the} square, the characteristics such as the relationship between the input and output torques of the torque converter should be used as in the case of the configuration of claim 1. Compared to the conventional acceleration slip control device that calculates the feedback correction amount based on the deviation between the target engine speed and the actual engine speed with respect to the target engine torque, appropriate feedback regardless of the operating condition of the torque converter The target engine torque is appropriately corrected with the correction amount, thereby further reducing the acceleration slip of the drive wheels. It can reduce more appropriately.

According to the fifth aspect of the present invention, the target throttle opening is calculated based on the corrected target engine torque Tet and the actual engine speed Ne or the target engine speed Net, and the throttle opening becomes the target throttle opening. By controlling so that the engine torque becomes the corrected target engine torque, the target throttle opening can be accurately calculated based on the accurate target engine torque.

According to the sixth aspect of the present invention, the target torque ratio Rt is calculated using the relationship between the target speed ratio Et and the target torque ratio Rt for the torque converter model corresponding to the torque converter, and the target output of the torque converter is calculated. since the target engine torque Tet based on torque Ttt and the target torque ratio Rt is calculated reliably it is possible to accurately compute the target engine torque Tet using the characteristics of the torque converter, the calculation of the feedback correction amount and the like It can be performed stably .

According to the foregoing aspect 7, since by utilizing the relationship between the target speed ratio Et and the target capacity coefficient Cpt for torque converter model corresponding to the torque converter target capacity coefficient Cpt is calculated reliably torque The target capacity coefficient Cpt can be calculated by reflecting the characteristics of the converter, and the feedback correction amount and the like can be stably calculated.

[Preferred embodiment of problem solving means]
As is well known, the input speed (engine speed) and the output speed (turbine speed) of the torque converter are Ne and Nt, respectively, and the input torque (engine torque) and the output torque (turbine torque) of the torque converter are Te. , Tt, the speed ratio E and torque ratio R of the torque converter are expressed by the following equations 1 and 2, respectively.
E = Nt / Ne (1)
R = Tt / Te (2)

Further, when the capacity coefficient of the torque converter and Cp, since the input torque T e of the torque converter is expressed by Equation 3 below, Equation 4 below is satisfied from equation 1-3, the output torque Tt of the torque converter is it express in equation 4 below.
Te = Cp · Ne ² (3)
Tt = R ・ Cp ・ Ne ²
= R ・ Cp ・ (Nt / E) ² ...... (4)

Since the following formula 5 is established from the above formula 4, if the right side of the formula 5 is defined as f (E), f (E) can be calculated in advance as a function of the speed ratio E of the torque converter. The speed ratio E of the torque converter can be obtained according to Equation 6 below.
Nt ² / Tt = E ² / (R · Cp) (5)
E = f ⁻¹ (Nt ² / Tt) (6)

  From Equation 6, the target speed ratio Et of the torque converter can be calculated based on the target drive torque Ttt and the target turbine speed Ntt, and the torque ratio R and the capacity coefficient Cp are functions of the speed ratio E, and the speed Since a torque converter model that defines a certain relationship between the ratio E, the torque ratio R, and the capacity coefficient Cp can be set, the target torque ratio Rt and the target capacity coefficient Cpt based on the target speed ratio Et of the torque converter. From the above equation 2, the target engine torque Tet can be calculated based on the target drive torque Ttt and the target torque ratio Rt.

  Further, from the above formula 1, the target engine speed Net can be calculated based on the target turbine speed Ntt and the target speed ratio Et of the torque converter, or from the above formulas, the target turbine speed Ntt and the target capacity coefficient Cpt. The target engine speed Net can be calculated based on the target speed ratio Et of the torque converter.

Furthermore, the engine torque Tett corresponding to the target engine speed Net can be calculated from the above four formulas based on the target engine speed Net and the target capacity coefficient Cpt, and based on the actual engine speed Ne and the target capacity coefficient Cpt. The engine torque Teta corresponding to the actual engine speed Ne can be calculated. Therefore, the feedback correction amount based on the deviation between the engine torque Tett corresponding to the target engine speed Net and the engine torque Teta corresponding to the actual engine speed Ne. ΔTet can be accurately calculated. Therefore, an appropriate feedback correction amount for the target engine torque Tet can be accurately calculated using the characteristics of the torque converter.

Therefore, according to one preferable aspect of the present invention, in the configuration according to any one of claims 2 to 7 , the following corresponding to the above equation 6 based on the target drive torque Ttt and the target turbine speed Ntt. The torque converter target speed ratio Et is calculated according to Equation 7 (Preferred Aspect 1).
Et = f ⁻¹ (Ntt ² / Ttt) (7)

According to another preferred aspect of the present invention, in the configuration according to any one of claims 3 and 5 to 7, the target torque ratio Rt and the target based on the target speed ratio Et of the torque converter. The capacity coefficient Cpt is configured to be calculated (preferred aspect 2).

According to another preferred aspect of the present invention, in the configuration according to any one of the first to seventh aspects of the present invention, the following corresponding to the above formula 2 based on the target drive torque Ttt and the target torque ratio Rt: The target engine torque Tet is calculated according to Equation 8 (preferred aspect 3).
Tet = Ttt / Rt (8)

According to another preferred aspect of the present invention, when the target speed ratio Et of the torque converter is larger than a preset reference value in the configuration according to any one of claims 3 to 7 , the target Based on the turbine speed Ntt and the target speed ratio Et of the torque converter, the target engine speed Net is calculated according to the following formula 9 corresponding to the above formula 1, and the target speed ratio Et of the torque converter is equal to or less than a preset reference value. Is set to calculate the target engine speed Net according to the following formula 10 corresponding to the above formulas 2 and 3 based on the target drive torque Ttt , the target torque ratio Rt, and the target capacity coefficient Cpt (preferred embodiment) 4).
Net = Ntt / Et (9)
Net = {Ttt / (Rt · Cpt)} ^1/2 (10)

According to the aspect of the present invention, the at the construction of the preferred embodiment 4, the actual engine according to the equation 1 1 below corresponding to the equation 3 based on the actual engine speed Ne and the target capacity coefficient Cpt A target engine torque Teta corresponding to the rotational speed Ne is calculated (preferred aspect 5 ).
Teta = Cpt · Ne ² (1 1 )

According to the aspect of the present invention, the preferred at the construction of Embodiment 5, the actual engine rotation and objectives engine torque Tet in accordance with equation 1 2 below the Kp as the feedback gain (positive constant) A feedback correction amount ΔTet based on a deviation from the target engine torque Teta corresponding to the number Ne is calculated (preferred aspect 6 ).
ΔTet = Kp (Te t- Teta) ...... (1 2)

According to another preferred aspect of the present invention, in the configuration of claim 5 , the target throttle opening is calculated based on the corrected target engine torque Tet and the actual engine speed Ne ( Preferred embodiment 7 ).

  The present invention will now be described in detail with reference to the accompanying drawings.

  FIG. 1 is a schematic configuration diagram (A) and a block diagram (B) of a control system showing a first embodiment of a vehicle acceleration slip control apparatus according to the present invention applied to a rear wheel drive vehicle.

  In FIG. 1, reference numeral 10 denotes an engine, and the driving force of the engine 10 is transmitted to a propeller shaft 18 via an automatic transmission 16 including a torque converter 12 and a transmission 14. The driving force of the propeller shaft 18 is transmitted to the left rear wheel axle 22L and the right rear wheel axle 22R by the differential 20, whereby the left and right rear wheels 24RL and 24RR which are driving wheels are rotationally driven.

  On the other hand, the left and right front wheels 24FL and 24FR are both driven wheels and steering wheels, and are not shown in FIG. 1, but are rack-and-pinion power that is driven in response to steering of the steering wheel by the driver. The steering device is steered in a known manner via a tie rod.

  The amount of intake air to the engine 10 is controlled by a throttle valve 28 provided in the intake passage 26, and the throttle valve 28 is driven by a throttle actuator 30 including an electric motor. The opening degree of the throttle valve 28 is controlled by the engine control unit 34 via the throttle actuator 30 in accordance with the depression amount of the accelerator pedal 33 detected by the accelerator position sensor 32. In addition, an injector 36 for injecting fuel such as gasoline is provided at the supply port of each cylinder of the intake passage 26 of the engine 10, and the fuel injection amount by the injector 36 is also controlled by the engine control device 34.

  A signal indicating the depression amount (accelerator opening Ap) of the accelerator pedal 33 is input from the accelerator position sensor 32 to the engine control device 34, and a signal indicating the opening φ of the throttle valve 28 is input from the throttle position sensor 38. Signals indicating the engine speed Ne and other engine control information are input from other sensors not shown.

  The engine control unit 34 normally calculates a target engine torque Tet based on the accelerator opening Ap and the like, calculates a target opening φst of the throttle valve 28 based on the target engine torque Tet and the actual engine speed Ne, The opening is controlled to be the target opening φst.

  Further, as will be described later, a signal indicating the target engine torque Tet is input to the engine control device 34 from the acceleration slip control device 40 as necessary. The engine control device 34 receives a signal indicating the target engine torque Tet from the acceleration slip control device 40. When it is input, the target opening φst of the throttle valve 28 is calculated based on the target engine torque Tet and the actual engine speed Ne, and the opening of the throttle valve 28 is controlled to become the target opening φst. Increase / decrease the output torque.

  The braking force of the left and right front wheels 24FL, 24FR and the left and right rear wheels 24RL, 24RR is controlled by controlling the braking pressures of the corresponding wheel cylinders 46FL, 46FR, 46RL, 46RR by the hydraulic circuit 44 of the braking device 42. Although not shown in the drawing, the hydraulic circuit 44 includes a reservoir, an oil pump, various valve devices, and the like, and the braking pressure of each wheel cylinder is normally driven in response to the depression operation of the brake pedal 48 by the driver. It is controlled by the master cylinder 50.

  As shown in FIG. 1B, the acceleration slip control device 40 receives a signal indicating the longitudinal acceleration Gx of the vehicle from the longitudinal acceleration sensor 52 and a wheel speed sensor 54j (j = FL, FR, RL, RR). A signal indicating the wheel speed (circumferential speed) Vwi (i = fl, fr, rl, rr) of each wheel is input. The acceleration slip control device 40 receives a signal indicating the accelerator opening Ap from the engine control device 34 and a signal indicating the engine rotation speed Ne as the input rotation speed of the torque converter 12. A signal indicating the gear ratio Rg and a signal indicating the turbine speed Nt as the output speed of the torque converter 12 are input.

  The engine control device 34, the acceleration slip control device 40, and the speed change control device 60 actually include a CPU, a ROM, a RAM, an input / output port device, etc., which are connected to each other via a bidirectional common bus. It may include a microcomputer having a configuration and a drive circuit. Further, the lateral acceleration sensor 52 detects the lateral acceleration Gy of the vehicle with the vehicle turning left as positive.

  In particular, in the illustrated first embodiment, the acceleration slip control device 40 reduces the acceleration slip when the acceleration slips of the left and right rear wheels 24RL and 24RR are excessive according to the flowcharts shown in FIGS. The target engine torque Tet is calculated and a signal indicating the target engine torque Tet is output to the engine control device 34, thereby reducing the output torque of the engine 10 and reducing the acceleration slip of the left and right rear wheels 24RL and 24RR. , Improve vehicle start-up performance and acceleration performance.

  In this case, the acceleration slip control device 40, when the acceleration slip is excessive, the target drive torque (target output torque of the torque converter 12) Ttt and the target turbine speed (target output speed of the torque converter 12) for reducing the acceleration slip. ) Ntt is calculated, the target engine torque Tet is calculated based on the target drive torque Ttt using the characteristics of the torque converter 12 (relationships of the above formulas), and the target turbine rotation is calculated using the characteristics of the torque converter 12 A target engine speed Net is calculated based on the number Ntt.

  Then, the acceleration slip control device 40 calculates the engine torque Tett corresponding to the target engine speed Net and the engine torque Teta corresponding to the actual engine speed Ne using the characteristics of the torque converter 12, and the engine torques Tett and Teta are calculated. A feedback correction amount ΔTet is calculated based on the deviation, the target engine torque Tet is corrected with the feedback correction amount ΔTet, and a signal indicating the corrected target engine torque Tet is output to the engine control device 34.

  Next, a target engine torque calculation control routine for acceleration slip control in the embodiment will be described with reference to the flowchart shown in FIG. The control according to the flowchart shown in FIG. 2 is started by closing an ignition switch not shown in the figure, and is repeatedly executed at predetermined time intervals.

First, at step 10, a signal indicating the longitudinal acceleration Gx of the vehicle is read, and at step 20, it is determined whether or not acceleration slip control is being performed, and when a negative determination is made. Proceed to step 40, and if an affirmative determination is made, proceed to step 30.

  In step 30, for example, by determining whether the acceleration slip of the left and right rear wheels 24RL, 24RR is below the control end reference value, it is determined whether the slip control end condition is satisfied, When an affirmative determination is made, the process returns to step 10, and when a negative determination is made, the process proceeds to step 60.

  In step 40, for example, whether or not the acceleration slip control start condition is satisfied is determined by determining whether or not the acceleration slip of the left and right rear wheels 24RL and 24RR is equal to or greater than the control start reference value. If a negative determination is made, the process returns to step 10, and if an affirmative determination is made, the process proceeds to step 50.

  In step 50, the acceleration slip control is permitted by determining whether or not the current engine torque Ted estimated based on the accelerator opening Ap and the actual engine speed Ne is equal to or greater than a preset reference value Tedo. It is determined whether or not the condition is satisfied. If a negative determination is made, the process returns to step 10, and if an affirmative determination is made, the process proceeds to step 60.

  It should be noted that the determination of whether the slip control end condition is satisfied, the determination of whether the start condition is satisfied, and the determination of whether the permission condition is satisfied does not form the gist of the present invention, and these determinations are well known in the art. It may be executed in any manner.

In step 60, the estimated vehicle speed Vb is calculated based on the wheel speed Vwi of each wheel, and the target rotational speed Vwrt of the left and right rear wheels is calculated based on the target slip ratio St of the left and right rear wheels 24RL and 24RR and the estimated vehicle speed Vb. There is calculated, the target rotational speed Vwrt and left and right rear wheels of the actual rotational speed Vwrl, wheel slip amount Srl of the left and right rear based on Vwrr, Srr are calculated, the slip amount Srl, left and right rear wheels 24RL based on Sr r, A target drive torque (target output torque of the torque converter 12) Ttt for suppressing the 24RR drive slip is calculated.

In step 70, the target turbine rotational speed (target output rotational speed of the torque converter 12) Ntt for calculating the drive slip of the left and right rear wheels 24RL and 24RR, which are the drive wheels, is calculated according to the flowchart shown in FIG. Is done.

  In step 80, the target speed ratio Et of the torque converter 12 is calculated according to the above equation 7 based on the target drive torque Ttt and the target turbine rotational speed Ntt. In step 90, the target speed ratio Et is shown in FIG. The target torque ratio Rt and the target capacity coefficient Cpt of the torque converter 12 are calculated from the map corresponding to the generated graph. In step 100, the target engine torque Tet is calculated according to the above equation 8 based on the target drive torque Ttt and the target torque ratio Rt. Is calculated. Note that the relationship between the target speed ratio Et, the target torque ratio Rt, and the target capacity coefficient Cpt of the torque converter shown in FIG. 4 is not an actual relationship of the torque converter 12, but is set to stabilize the calculation. This is the relationship of the torque converter model.

  In step 110, the target engine speed Net is calculated based on the target turbine speed Ntt and the target speed ratio Et. In this case, when the target speed ratio Et is larger than a reference value Ep such as 0.5, for example, the target engine speed Net is calculated according to the above equation 9, and when the target speed ratio Et is equal to or less than the reference value Ep, according to the above equation 10. A target engine speed Net is calculated.

In step 120 the target engine torque Teta corresponding to the actual engine speed Ne according to the equation 1 1 based on the actual engine speed Ne and the target capacity coefficient Cpt is calculated.

It is in step 140 the feedback correction amount based on the deviation between the target engine torque Teta corresponding to the target engine torque Te t and the actual engine speed Ne according to the equation 1 2 ΔTet is calculated. Note the formula 1 2 in feedback gain Kp is a positive constant, for example may be variably set in accordance with the estimated vehicle body speed Vb and the like.

In step 150, the corrected target engine torque Tet is calculated by adding the feedback correction amount ΔTet to the target engine torque Tet calculated in step 100 described above. A corrected target engine torque Tet is multiplied by (1 + Kd · s) with a differential gain (a positive constant) and s as a Laplace operator, so that the corrected target engine torque Tet is filtered and the filter A signal indicating the target engine torque Tet after processing is output from the acceleration slip control device 40 to the engine control device 34 together with a signal indicating the target engine speed Net .

  Next, a routine for calculating and controlling the target turbine speed Ntt in the illustrated embodiment 1 will be described with reference to the flowchart shown in FIG.

  First, at step 72, the actual rotational speed Nwra of the left and right rear wheels is calculated based on the average value Vwra of the actual rotational speeds Vwrl and Vwrr of the left and right rear wheels, and the actual rotational speed Nwra is calculated as the turbine rotational speed Nt of the torque converter 12. The gear ratio Rag of the automatic transmission 16 is calculated by dividing by. In this case, the accuracy of the gear ratio Rag of the automatic transmission 16 is confirmed based on the gear ratio Rg of the transmission 14.

  In step 74, the target rotational speed Nwrt of the left and right rear wheels is calculated based on the target rotational speed Vwrt of the left and right rear wheels calculated in step 60, and in step 76, the differential gear device 20 is operated. Using the gear ratio as Rd, the target turbine speed Ntt is calculated according to the following equation (14).

  Thus, according to the first embodiment shown in the figure, when the driving slip of the left and right rear wheels 24RL and 24RR which are driving wheels is excessive, a negative determination is made at step 30 or an affirmative determination is made at step 60. In steps 60 and 70, a target drive torque Ttt and a target turbine rotational speed Ntt for reducing the drive slip are calculated, respectively. Using the characteristics of the torque converter 12, the target speed of the torque converter 12 is calculated in step 80. The ratio Et is calculated, and at step 90, the target torque ratio Rt and the target capacity coefficient Cpt of the torque converter 12 are calculated. Based on these, at steps 100 and 110, the target engine torque Tet and the target engine speed, respectively. Net is calculated.

Then step the target engine torque Teta of In-flop 1 30 corresponding to the actual engine speed Ne is calculated, using the characteristics of the torque converter 12 to the target engine torque Tet and the actual engine speed Ne at step 140 A feedback correction amount ΔTet with respect to the target engine torque Tet based on a deviation from the corresponding target engine torque Teta is calculated, and the target engine torque Tet is added and corrected with the feedback correction amount ΔTet in step 150, thereby correcting the target. The engine torque Tet is calculated, and the corrected target engine torque Tet is filtered in step 160, and the signal indicating the target engine torque Tet after the filter processing is accelerated slip along with the signal indicating the target engine speed Net. From control device 40 to engine control device 34 It is powered.

Therefore, according to the illustrated embodiment, the deviation between the target engine speed Net and the actual engine speed Ne is converted into the corresponding engine torque deviation (Tett-Teta) using the characteristics of the torque converter 12, and the target engine Since the torque Tet is corrected by the feedback correction amount ΔTet based on the deviation of the engine torque, the target engine torque Tet is directly corrected with a constant feedback gain based on the deviation between the target engine speed Net and the actual engine speed Ne. Compared to the conventional acceleration slip control apparatus, the characteristic of the torque converter 12 can be reliably reflected, and the deviation of the engine speed can be properly fed back to the target engine torque Tet. Regardless of this, the acceleration slip of the left and right rear wheels 24RL and 24RR can be reduced even more appropriately. .

  Particularly in the illustrated embodiment, the relationship between the target speed ratio Et, the target torque ratio Rt, and the target capacity coefficient Cpt of the torque converter shown in FIG. 4 is set to stabilize the calculation. Because of the relationship of the torque converter model, the target engine torque Tet and the like can be stably calculated.

  Although the present invention has been described in detail with reference to specific embodiments, the present invention is not limited to the above-described embodiments, and various other embodiments are possible within the scope of the present invention. It will be apparent to those skilled in the art.

  For example, in the above-described embodiment, the target drive torque Ttt and the target turbine speed Ntt are calculated in specific steps in steps 60 and 70, respectively. The calculation itself of the turbine speed Ntt does not form the gist of the present invention, and these values may be calculated in any manner known in the art.

Further, according to the embodiments described above, the target engine torque Teta corresponding In scan Te' flop 1 30 to the actual engine speed Ne is calculated, the target engine torque Tet and the actual engine speed Ne at step 140 The feedback correction amount ΔTet for the target engine torque Tet based on the deviation from the target engine torque Teta corresponding to is calculated, but since Tet−Teta = Cpt (Net ² −Ne ² ), the target engine A deviation (Net ² −Ne ² ) between the square of the rotational speed Net and the square of the actual engine rotational speed Ne is calculated, and a feedback correction amount ΔTet is calculated based on a value obtained by multiplying this value by the target capacity coefficient Cpt. It may be modified as follows.

  In the above-described embodiment, when the engine control device 34 receives a signal indicating the target engine torque Tet from the acceleration slip control device 40, the throttle valve 28 is based on the target engine torque Tet and the actual engine speed Ne. The target opening φst of the throttle valve 28 may be calculated based on the target engine torque Tet and the target engine speed Net.

  In the above-described embodiments, the vehicle is a rear wheel drive vehicle, but the vehicle to which the present invention is applied may be a front wheel drive vehicle or a four wheel drive vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic configuration diagram (A) showing a first embodiment of a vehicle acceleration slip control device according to the present invention applied to a rear wheel drive vehicle and a block diagram (B) of a control system. Example 1 It is a flowchart which shows the target engine torque calculation control routine for the acceleration slip control in an Example. FIG. 3 is a flowchart showing a target drive torque calculation routine in step 30 of the flowchart shown in FIG. 2. FIG. It is a graph which shows the relationship between the target speed ratio Et of a torque converter, the target torque ratio Rt, and the target capacity coefficient Cpt.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Engine 12 Torque converter 16 Automatic transmission 34 ... Engine control device 40 ... Driving force control device 42 ... Braking device 52 ... Longitudinal acceleration sensor 54j ... Wheel speed sensor 60 ... Shift control device

Claims (7)

In a vehicle having a torque converter in a drive system, a vehicle acceleration slip control device that controls the engine torque to become a target engine torque is used, and the target output torque Ttt of the torque converter is determined based on the acceleration slip condition of the vehicle. And the target output speed Ntt, and the target engine torque Tet using the relation between the input / output torque and the input / output speed of the torque converter based on the target output torque Ttt and the target output speed Ntt of the torque converter. And the target engine speed Net is calculated, the target engine torque Teta corresponding to the actual engine speed Ne is calculated using the relationship between the input speed and the input torque of the torque converter based on the actual engine speed Ne, the target engine torque Teta corresponding to the actual engine speed and the target engine torque Tet A feedback correction amount ΔTet based on a deviation from the above is calculated, the target engine torque Tet is corrected with the feedback correction amount ΔTet, and control is performed so that the engine torque becomes the corrected target engine torque Tet. Acceleration slip control device for vehicles. A target speed ratio Et of the torque converter is calculated based on the target output torque Ttt and target output speed Ntt of the torque converter, and the target engine torque Tet is calculated based on the target output torque Ttt and target speed ratio Et of the torque converter. 2. The acceleration slip control device for a vehicle according to claim 1, wherein the acceleration slip control device for the vehicle is calculated. The target speed ratio Et of the torque converter is calculated based on the target output torque Ttt and the target output speed Ntt of the torque converter, and when the target speed ratio Et is larger than a preset reference value, the target output speed Ntt The target engine speed Net is calculated based on the target speed ratio Et, and when the target speed ratio Et is equal to or less than a preset reference value, the target capacity coefficient of the torque converter is calculated based on the target speed ratio Et. 3. The vehicle acceleration according to claim 1, wherein Cpt is calculated, and the target engine speed Net is calculated based on the target output torque Ttt, the target torque ratio Rt, and the target capacity coefficient Cpt. Slip control device. In a vehicle having a torque converter in a drive system, a vehicle acceleration slip control device that controls the engine torque to become a target engine torque is used, and the target output torque Ttt of the torque converter is determined based on the acceleration slip condition of the vehicle. And the target output rotational speed Ntt, the target engine rotational speed Net is calculated using the relationship between the input and output rotational speeds of the torque converter based on the target output torque Ttt and the target output rotational speed Ntt of the torque converter, The target speed ratio Et of the torque converter is calculated based on the target output torque Ttt and the target output speed Ntt of the torque converter, the target capacity coefficient Cpt of the torque converter is calculated based on the target speed ratio Et, and the target engine speed Deviation Net between the square of Net and the square of actual engine speed Ne ² -Ne ² And a target capacity coefficient Cpt, a feedback correction amount ΔTet is calculated, the target engine torque Tet is corrected by the feedback correction amount ΔTet, and control is performed so that the engine torque becomes the corrected target engine torque Tet. An acceleration slip control device for a vehicle. A target throttle opening is calculated on the basis of the corrected target engine torque Tet and the actual engine speed Ne or the target engine speed Net, and the engine torque is controlled by controlling the throttle opening to the target throttle opening. There the corrected vehicle acceleration slip control device according to any one of claims 1 to 4, wherein the controller controls so that the target engine torque. The target torque ratio Rt is calculated using the relationship between the target speed ratio Et and the target torque ratio Rt for the torque converter model corresponding to the torque converter, and the target output torque Ttt and the target torque ratio Rt of the torque converter are calculated. The acceleration slip control apparatus for a vehicle according to claim 2 or 3 , wherein the target engine torque Tet is calculated based on the calculation . 7. The target capacity coefficient Cpt is calculated using a relationship between the target speed ratio Et and the target capacity coefficient Cpt for a torque converter model corresponding to the torque converter . The acceleration slip control device for a vehicle according to one .

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