JPH07174042A - Driving torque controller of vehicle - Google Patents

Abstract

PURPOSE:To appropriately enable driving torque control to be achieved by accurately calculating a torque difference between an estimated driving torque and a target driving torque. CONSTITUTION:An estimated driving torque TE0 is calculated by utilizing rotational speed Ne of an engine 1, a driving wheel Rr, RL speed V1, opening thetaof a throttle 29, and the gear position (r). That is, the estimated driving toque TE0 is thus calculated by utilizing a map from the relationship between the engine rotational speed Ne and the throttle opening theta. The calculated estimated driving torque TE0 is corrected to the estimated actual driving torque TE1 really transmitted to the driving wheel, by multiplying the torque TE0 by a stall torque ratio. The target driving torque TE2 is calculated for the purpose of setting the slippage rate within a specified range, based on vehicle speeds V1, V2 of driven wheels FR, FL, and driving wheels RR, RL, vehicle wheel acceleration dV1, dV2, and estimated pressure Pb of brakes 11R, 11L. Value (1-TE2/TE1) is subsequently calculated as a standard reduction rate of the driving torque.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a drive torque control device for a vehicle, and is applicable to prevent slipping of drive wheels when traveling on a low friction coefficient road, starting or accelerating. is there.

[0002]

2. Description of the Related Art Conventionally, for example, as a traction control device for preventing acceleration slip of driving wheels, a slip ratio is calculated based on a rolling wheel speed and a driving wheel speed, and when the slip ratio exceeds a predetermined value. There are known various devices that determine that a slip has occurred and perform control for preventing the slip (see, for example, Japanese Patent Application Laid-Open No. 1-125529).

As a control device of this type, for example, the drive torque of the engine is estimated based on the engine speed and the gear position, and the estimated drive torque is made to follow the target drive torque to prevent slip. There is. Specifically, by setting the ratio (reduction rate) of how much to reduce the estimated drive torque so that the estimated drive torque becomes the target drive torque, the estimated drive torque is adjusted to this reduction rate to prevent slippage. Control to prevent.

[0004]

As described above, in the device for estimating the current drive torque and controlling it so as to approach the target drive torque, the actual drive torque of the engine is applied to the drive wheels. It is important to know what is being done. However, in the above-mentioned conventional technique, in a vehicle that transmits a driving force via a torque converter, there is a problem that the driving torque applied to the driving wheels cannot be accurately estimated and appropriate torque control cannot be performed. .

That is, conventionally, based on the characteristic shown by the broken line in FIG. 2, for example, the engine torque (that is, drive torque) corresponding to the engine output from the vehicle speed (V) and the gear position.
(TE) was estimated, but when the driving force is transmitted through the torque converter, the driving torque changes due to this torque converter, so the estimated driving torque calculated from the vehicle speed and the gear position and the actual driving It is different from the drive torque given to the wheel. In FIG. 2, the broken line shows the torque characteristic when the lockup clutch is in operation (the state where the input shaft and the output shaft are directly connected), and the solid line shows the actual torque characteristic in consideration of the torque transmission characteristic of the torque converter. .

The present invention has been made in view of the above points, and by taking into consideration the stall torque ratio of the torque converter, the torque difference between the estimated drive torque and the target drive torque can be accurately obtained and appropriated. An object of the present invention is to provide a drive torque control device for a vehicle that can perform drive torque control.

[0007]

As shown in FIG. 1, the present invention for achieving the above object is applied to a vehicle in which a driving torque of an engine is transmitted to driving wheels via a torque converter. A drive torque control device comprising: a rotation speed detecting means for detecting an engine speed, an opening detecting means for detecting a throttle opening, a calculating means for calculating a stall torque ratio of the torque converter, and the engine speed. Drive torque estimating means for estimating the drive torque of the engine based on the throttle opening, and target drive torque setting means for setting the target drive torque of the drive wheels based on the traveling state of the vehicle. By using the stall torque ratio, the torque difference between the estimated drive torque and the target drive torque can be obtained by using the stall torque ratio. With computed as the torque difference that is a control means for controlling the driving force adjusting elements of the engine to reduce the torque difference, the driving torque control device for a vehicle, characterized in that it comprises a a gist.

According to a second aspect of the present invention, the target drive torque setting means sets the target drive torque so that when the drive wheel slips, the drive torque is reduced at least according to the magnitude of the slip. The drive torque control device for a vehicle according to claim 1, wherein an engine stall determination means for determining whether or not the driving state of the vehicle is in a state of engine stall, and an engine stall by the engine stall determination means. When the determination is made, a vehicle drive torque control device is characterized by including a correction unit that corrects a reduction amount of the drive torque due to the target drive torque to a small amount.

According to a third aspect of the present invention, the target drive torque setting means sets the target drive torque so that when the drive wheel slips, the drive torque is reduced in accordance with at least the magnitude of the slip. 2. The vehicle drive torque control device according to claim 1, wherein the braking torque adjusting means for adjusting the brake braking torque of the drive wheels, and the reduction control of the torque difference between the estimated drive torque and the target drive torque by the control means. In the case where the torque difference cannot be eliminated, a braking torque correction control means for correcting and controlling the unresolvable torque difference as an offset amount of the brake braking torque is provided. To do.

[0010]

According to the present invention, the engine speed is detected by the engine speed detecting means, the throttle opening is detected by the opening detecting means, and the stall torque ratio of the torque converter is calculated by the stall torque ratio calculating means. Further, the drive torque estimating means estimates the drive torque of the engine based on the engine speed and the throttle opening, and the target drive torque setting means determines the target drive torque of the drive wheels based on the running state of the vehicle. Set. Then, the control means calculates the torque difference between the estimated drive torque and the target drive torque as a torque difference in the drive wheels or the engine by using the stall torque ratio, and drives the engine so as to reduce the torque difference. Controls force regulation elements.

That is, according to the present invention, since the torque difference between the estimated driving torque and the target driving torque can be accurately calculated by using the stall torque ratio, it becomes possible to perform appropriate driving torque control. . According to the second aspect of the present invention, the engine stalling determination means determines whether or not the operating state is a state in which there is a risk of engine stalling. When the engine stalling determination means determines that there is a risk of engine stalling, the correction means determines the target. The reduction amount of the driving torque due to the driving torque is corrected to be small.

That is, since engine stall is likely to occur when the drive torque is reduced, the present invention detects a state where engine stall is likely to occur, such as when the water temperature is low, and in this state, The reduction of the drive torque is mitigated to prevent the engine stall. According to the third aspect of the invention, in the control of reducing the torque difference between the estimated drive torque and the target drive torque by the control means, when the torque difference cannot be eliminated, the braking torque correction control means drives the braking torque adjusting means. Then, the unresolvable torque difference is corrected and controlled as an offset amount of the brake braking torque.

That is, by adjusting the brake braking torque, it becomes possible to eliminate the torque difference and to perform appropriate traction control, for example.

[0014]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment in which the drive torque control device of the present invention is applied to a traction control device will be described below with reference to the drawings. FIG. 3 is a schematic configuration diagram showing the system configuration of the traction control device of the present embodiment, and FIG. 4 is a block diagram showing the electrical configuration thereof.

The traction control system of this embodiment controls to prevent the occurrence of slip during acceleration. Therefore, the engine drive torque is adjusted by adjusting the fuel cut (fuel cut cylinder number) and the ignition timing. Is controlled (also referred to as engine control), and the braking force of the brake is also controlled by adjusting the brake hydraulic pressure (referred to as brake control) to control the driving force at the drive wheels.

As shown in FIG. 3, a vehicle equipped with this traction control device outputs the output of the engine 1 through the torque converter 3, the transmission 5, the propeller shaft 7 and the differential 9 to the rear wheels which are the drive wheels. A vehicle having a structure for transmitting to RR and RL, and further includes brakes 11R and 11L (generally referred to as 11) for braking drive wheels, a fuel injection valve 13 for injecting fuel, an ignition device 15 for igniting fuel, and a throttle valve. An accelerator pedal 27 for driving 29 is provided.

The traction control device is, as shown in FIG. 4, a known CPU 17a, ROM 17b, RAM 17
c, an input / output interface 17d, an electronic control unit (ECU) including a bus line 17e for connecting them
17 is provided to perform the above-described acceleration slip control, as well as fuel injection control, ignition timing control, transmission control, and the like. In the present embodiment, the configuration for performing each control is shown by one ECU 17 for convenience, but for example, the acceleration slip control device and the fuel injection control device may be separate hardware configurations.

The input / output interface 17d includes
As shown in FIGS. 3 and 4, as the sensors, rolling wheel rotation speed sensors 19R and 19L (generically referred to as 19) for detecting the rotation speed V2 of the front wheels FR and FL, which are the rolling wheels, and the rear wheels which are the driving wheels. Drive wheel rotation speed sensors 21R and 21L (collectively referred to as 21) for detecting the rotation speed V1 of RR and RL,
Engine speed sensor 2 for detecting engine speed Ne
3, a water temperature sensor 25 that detects the cooling water temperature Th, a throttle opening detection sensor 31 that detects the opening (throttle opening θ) of the throttle valve 29, and a gear position sensor 33 that detects the gear position r of the transmission 5 are connected. ,
Further, by controlling the injection valve control circuit 35 that drives the fuel injection valve 13 as an actuator, the ignition timing control circuit 37 that controls the ignition device 15 to advance and retard the ignition timing, and adjust the hydraulic pressure of the brake 11. A brake hydraulic pressure control circuit 39 for controlling the braking force of the brake 11 and the like are connected. In this embodiment, since the sub throttle is not provided, the throttle opening θ means the conventional main throttle opening.

Next, the operation of the traction control device of this embodiment having the above construction will be described with reference to FIGS. First, as shown in the main routine of the acceleration slip control of FIG. 5, in S100, normal initialization processing such as clearing the flag F is performed, and in subsequent S110, the speeds of the driving wheels and the driven wheels (rolling wheels). V detection process and acceleration d
A process of calculating V is performed. In subsequent S120, the engine speed Ne is calculated based on the output from the engine speed sensor 23, and the throttle opening θ detected by the throttle opening sensor 31 is input in S130. Further, in S140, the gear position detected by the gear position sensor 33 is input, and in S150, the cooling water temperature Th detected by the water temperature sensor 25 is input.

At the subsequent S160, it is determined whether or not the traction control (TRC) is currently underway, based on whether or not the flag F is set to "1". If a negative determination is made here, the routine proceeds to S170, On the other hand, if the determination is affirmative, S210
Proceed to. In S170, it is determined whether or not the traction control condition is satisfied. If an affirmative determination is made here, the process proceeds to S180, and if a negative determination is made, the process returns to S110. This traction control condition is a condition for determining whether or not control for preventing acceleration slip is performed, and in the present embodiment, for example, as shown in FIG. When the speed difference from the rolling wheel speed V2 exceeds a predetermined value, it is determined that the condition for performing traction control is satisfied.

In S180, a process for setting the reduction amount of the initial drive torque of the engine 1 is performed as the engine control in the traction control. The setting of the reduction amount of the initial drive torque is a process for greatly reducing the drive torque at the start of the traction control and eliminating the control delay.

In subsequent S190, a process of setting an initial target brake hydraulic pressure of the brake is performed as the brake control in the traction control. The setting of the initial target brake hydraulic pressure is a process for canceling the control delay by applying a large brake hydraulic pressure at the start of the traction control, as in S180.

In subsequent S200, the flag F indicating that the traction control is currently being performed is set to "1", and the process returns to S110. On the other hand, in S210, when it is determined that the traction control is currently being performed in S160,
As will be described in detail later with reference to FIG. 6, as engine control, a drive torque basic reduction rate that determines how much the drive torque of the engine 1 is reduced from the current torque is calculated.

In the following S220, as brake control,
A basic value of the target brake hydraulic pressure for exerting a predetermined braking force is calculated. In subsequent S230, as described later in detail with reference to FIG.
The basic values of the drive torque basic reduction rate and the target brake hydraulic pressure set in 220 are corrected to set the drive torque reduction rate and the target brake hydraulic pressure used for actual control.

In subsequent S235, the engine control and the brake control are actually executed based on the drive torque reduction rate corrected and set as described above and the target brake oil pressure. Specifically, when the drive torque of the engine 1 is reduced, if the reduction rate is low, the drive torque is reduced by the ignition delay angle, while if the reduction rate is large, the fuel is cut, that is, The drive torque is reduced by the control of increasing the number of fuel cut cylinders as the reduction rate increases. At the same time, braking is performed with an appropriate braking force according to the set target brake hydraulic pressure.

At S240, traction control such as engine control and brake control is actually performed at S235, so it is determined whether or not the traction control end condition is satisfied. If an affirmative determination is made here, the routine proceeds to S250. ,
On the other hand, if a negative determination is made, the process returns to S110. The traction control termination condition is a condition for determining whether or not to terminate the traction control described above, and in the present embodiment, the speed difference between the driving wheel speed V1 and the rolling wheel speed V2 is equal to or less than a predetermined value. It is determined that the condition for ending the traction control is satisfied when the above condition continues for a predetermined time.

At S250, since the traction control has been completed, the flag F indicating that the traction control is in progress.
Is cleared and the process returns to S110. As described above, in the present process, when the traction control is started, the drive torque of the engine 1 and the brake hydraulic pressure are set to predetermined initial values to improve the control followability, while the traction control is being performed. The drive torque reduction rate of the engine 1 and the target brake hydraulic pressure are set according to the operating state. Therefore, the drive torque of the engine 1 can be brought close to the target drive torque by setting the number of fuel cut cylinders and performing the ignition retard control according to the set drive torque reduction rate, and an appropriate brake can be obtained. The brake 11 can be braked by hydraulic pressure.

Next, the drive torque basic reduction rate calculation routine of S210 will be described with reference to the flowchart of FIG. In S212, the above S110 to S140
The estimated drive torque TE0 (estimated to be transmitted to the drive wheel side) is calculated using the engine speed Ne, the drive wheel speed V1, the throttle opening θ, and the gear position r obtained in step S4. That is, based on the relationship between the engine speed Ne and the throttle opening θ, the engine 1 is calculated using a predetermined map.
The estimated drive torque TE0 is calculated. A map for calculating the estimated drive torque TE0 is as shown in FIG. 8, for example. This map shows Transmission 5
A plurality of maps corresponding to the gear position r of are prepared.

In subsequent S213, the estimated drive torque TE0 calculated in S212 is corrected to the estimated actual drive torque TE1 actually transmitted to the drive wheels by multiplying the stall torque ratio. That is, the engine speed Ne
Based on the relationship between the average value of the left and right drive wheel speeds V1 and the gear position r, a stall torque ratio in the torque converter 3 is calculated as follows using a map or the like that is predetermined and stored in the ROM 17b. The correction is performed by multiplying the estimated drive torque TE0 by the stall torque ratio.

Here, the stall torque ratio indicates the ratio of the input torque (driving torque of the engine 1) and the output torque (driving torque transmitted to the driving wheels via the transmission 5) in the torque converter 3. is there.
This stall torque ratio changes according to the speed ratio between the input rotation speed and the output rotation speed of the torque converter 3, as shown in FIG. Specifically, when the speed ratio is small (when the output rotation speed is slower than the input rotation speed), the stall torque ratio is large, that is, a large output torque is generated with respect to the input torque. Then, as the speed ratio approaches 1, the magnitude of the ratio of the output torque to the input torque also approaches 1. That is, since the stall torque ratio is determined according to the speed ratio as described above, the stall torque is calculated from the engine speed Ne, the rotational speed of the transmission 5 calculated using the drive wheel speed V1, and the gear position r. The ratio can be calculated.

Next, in S214, the wheel speeds V of the driven wheels and the driving wheels are set in order to keep the slip ratio within a predetermined range.
1, V2, wheel acceleration dV1, dV2 and estimated brake pressure P
The target drive torque TE2 is calculated from b and the following equations (1) to (3). Incidentally, here, the target drive torque T
The method of calculating E2 will be described by taking the control using the current sub-throttle valve as an example, but the same applies to the case of the throttle opening θ of this embodiment.

ΔTH = K1 (V1-V2) + K2 (dV1-dV2) + K3 · Pb (1) THn = THn-1 + ΔTH (2) TE2 = F (THN) (3) In the above equation, First, the sub-throttle valve control amount Δ in consideration of the current slip state and the estimated brake pressure Pb
Calculate TH. By adding this control amount ΔTH to the previous sub-throttle opening THn-1, the current target sub-throttle opening position THn is calculated. From the calculated sub-throttle opening position THn, the target drive torque TE2 is calculated according to the target map or the calculation formula.
To calculate. The target drive torque TE2 indicates the drive torque that should be actually applied to the drive wheels.

In the following S216, the value of (1-TE2 / TE1) is obtained as the basic reduction rate of the driving torque, and this processing is once terminated. Here, the basic reduction rate obtained in S216 is the target drive torque TE2 and the estimated drive torque TE1 of the drive wheels.
However, since the basic reduction rate indicates how much the current drive torque should be reduced to approach the target drive torque TE2, if the drive torque of the engine 1 is reduced according to this basic reduction rate, As a result, the drive torque of the drive wheels also approaches the target drive torque TE2.

That is, this processing is performed by the engine speed Ne,
An accurate estimated actual drive torque TE1 is calculated from the estimated drive torque TE0 using the drive wheel speed (average value) V1, the throttle opening θ, and the gear position r, and the appropriate engine 1 is calculated using these values.
This is a process for obtaining the basic reduction rate of the driving torque.

In the above embodiment, the estimated drive torque and the target drive torque are calculated as the drive torque of the drive wheels and then compared. However, the target drive torque is corrected using the stall torque ratio, and as the target drive torque in the engine, this target drive torque is compared with the estimated drive torque in the engine,
It is also possible to obtain the basic reduction rate of the engine drive torque.

Next, the traction control correction amount calculation routine of S230 will be described with reference to the flowchart of FIG. 7 and the explanatory views of FIGS. First,
In S232, it is determined based on the water temperature Th obtained in S150 whether the water temperature Th is in a low temperature state (below a predetermined value). Here, if an affirmative judgment is made, the routine proceeds to S234, while if a negative judgment is made, the routine proceeds to S238.

At S238, since the temperature is normal temperature, the drive torque reduction rate correction 2 is performed as the control at normal temperature. That is, as shown in FIG. 10B, the actual drive torque reduction rate is set in a stepwise manner (as shown by the solid line) so as to match the required drive torque basic reduction rate (shown by the dotted line) as much as possible. To do.

In this embodiment, when the reduction rate of the drive torque is small, the drive torque is reduced by the ignition delay angle. However, when the reduction rate is large, the drive torque is adjusted by adjusting the number of fuel cut cylinders. Reduce. Therefore, when the reduction rate of the drive torque is large, the reduction rate of the drive torque must be stepwise by adjusting the number of fuel cut cylinders. Therefore, when there is a difference between the basic reduction rate of the drive torque and the reduction rate of the drive torque to be executed, it occurs. Further, for example, in a state where the engine is overloaded such that the throttle opening is large and the engine speed is low, the fuel cutoff causes deterioration of fuel consumption and increase of exhaust gas concentration. As described above, the fuel cut itself may be limited or impossible depending on the driving condition and running condition of the vehicle. Therefore, the basic reduction ratio of the driving torque and the reduction ratio of the driving torque to be executed are also caused by this. Difference occurs.

At S239, a target brake hydraulic pressure correction 2 is performed to correct the difference between the drive torque basic reduction rate and the actual drive torque reduction rate. That is, FIG.
As shown in (c), an amount corresponding to the difference is set as an offset amount of the brake hydraulic pressure, and as shown in FIG. 10 (d), the offset amount is added to the normal (shown by the dotted line) brake hydraulic pressure. Set the brake oil pressure (shown by the solid line),
This process ends once.

On the other hand, in S234, since the temperature is low, the drive torque reduction rate correction 1 is performed as the low temperature control to prevent engine stalling. That is, as shown in FIG.
The drive torque reduction rate (shown by the solid line) that is much smaller than the drive torque basic reduction rate at the room temperature (shown by the dotted line), that is, 1
Set so that the control amount for each rotation is small and the control interval is long.

At S236, the target brake hydraulic pressure correction 1 at low temperature is performed. That is, as shown in FIG. 11C, a brake hydraulic pressure that is much smaller than the hydraulic pressure at normal temperature (indicated by a dotted line) and has a gentle slope (indicated by a solid line) is set, and this processing is temporarily terminated. That is, this process is a process of setting a large drive torque reduction rate and a large brake oil pressure at normal temperature, and supplementing the amount that cannot be controlled by the drive torque reduction rate with the offset amount of the brake oil pressure. Also, at low temperatures, by setting a small torque reduction rate and a small and gently sloping brake oil pressure,
This is a process for preventing the occurrence of engine stall.

As described above, in this embodiment, when the estimated drive torque TE0 is calculated, the stall torque ratio of the torque converter 3 is newly used together with the parameters such as the engine speed Ne, so that the drive wheel side is actually used. The drive torque transmitted to the vehicle can be accurately obtained. As a result, an appropriate drive torque reduction rate for preventing acceleration slip can be set, so that the drive torque reduction rate is not set to an insufficient level as in the conventional case, and there is no noticeable delay in slip convergence. Has a great effect.

Further, when the estimated drive torque TE0 is calculated, the actual throttle opening θ during control is used together with the stall torque ratio. Therefore, the engine output and the output increase timing are optimized. realizable.
At the same time, for example, when the accelerator 27 is returned, the engine output is not excessively reduced below the required engine output, so that it is possible to prevent the acceleration failure or the engine stall.

Further, in this embodiment, when the cooling water is at room temperature, the portion which cannot be controlled only by adjusting the driving torque is controlled by increasing the brake oil pressure, so that the control amount may be insufficient. Therefore, there is a feature that the acceleration slip prevention control can be appropriately performed in any operating condition. On the other hand, when the cooling water is at a low temperature, the reduction rate is set to be smaller than the reduction rate of the driving torque at room temperature, and the brake hydraulic pressure is set to a small hydraulic pressure, so that the engine stall can be prevented. There is.

Although the embodiment of the present invention has been described above, the present invention is not limited to the embodiment, and it goes without saying that the present invention can be implemented in various modes. For example, in the above embodiment, the correction amount is set according to the water temperature,
Other than that, for example, it may be determined whether the engine stall is likely to occur due to the intake air temperature or the like, and the correction amount may be changed according to this condition.

Further, in the above-described embodiment, an example in which the engine drive torque is reduced by adjusting the ignition retard and the number of fuel cut cylinders has been described, but the drive torque is reduced by adjusting the opening of the throttle valve. However, the invention is equally applicable. In this case, if the opening degree of the throttle valve is not limited, the driving torque of the engine can be reduced in accordance with the basic reduction rate, so it is not necessary to compensate for the difference by the braking torque by the brake. However, in the case where the sub throttle is provided with respect to the main throttle, the sub throttle generally has a predetermined opening even at the most closed position. Compensation control by torque becomes effective.

In a system using fuel cut, the number of fuel cuts can be calculated from the map of the number of fuel cut cylinders-driving torque reduction rate (see FIG. 12). Further, in the system using the sub-throttle, the sub-throttle opening can be calculated from the drive torque reduction rate, the main throttle opening, and the engine speed from the map shown in FIG.

Further, in the above-mentioned embodiment, the example in which the present invention is applied to the traction control device has been described, but the application example of the present invention is not limited to this, and for example, in a vehicle having a linkless throttle, It can also be applied to the case where the throttle opening is controlled. In this case, for example, from the engine state, the driver's accelerator operation and steering operation, and the frictional condition of the road surface, a target drive torque optimal for traveling of the vehicle is obtained. And
The stall torque ratio of the torque converter is used to estimate the actual drive torque, and the throttle opening is controlled so that it approaches the target value.

[0049]

As described above, according to the invention of claim 1, the drive torque of the engine is estimated based on the engine speed and the throttle opening, and is set as the target of the drive wheels based on the running state of the vehicle. Set the drive torque. Then, the torque difference between the estimated drive torque and the target drive torque is calculated as the torque difference in the drive wheels or the engine by using the stall torque ratio, and the drive force adjusting element of the engine is reduced to reduce the torque difference. Therefore, it is possible to more accurately estimate the drive torque applied to the drive wheels than in the conventional case, and it is possible to realize suitable traction control with no slip convergence delay.

According to the second aspect of the present invention, a state in which engine stall is likely to occur, such as when the water temperature is low, is detected. In this state, the reduction in drive torque is mitigated, so engine stall is prevented. can do. In the invention of claim 3, the brake braking torque is corrected by using the torque difference between the estimated drive torque and the target drive torque as the offset amount of the brake hydraulic pressure, so that the traction control is appropriately performed in any operating state. You can

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram illustrating a configuration of the present invention.

FIG. 2 is a graph showing the relationship between engine torque and vehicle speed.

FIG. 3 is a block diagram showing a system configuration of a vehicle traction control device according to an embodiment.

FIG. 4 is a block diagram showing an electrical configuration of a traction control device.

FIG. 5 is a flowchart showing a main routine of a traction control process.

FIG. 6 is a flowchart showing a drive torque basic reduction rate calculation process.

FIG. 7 is a flowchart showing TRC control amount correction processing.

FIG. 8 is a graph showing the relationship between drive torque and throttle opening.

FIG. 9 is a graph showing the relationship between stall torque ratio and speed ratio.

FIG. 10 is an explanatory diagram showing control at room temperature.

FIG. 11 is an explanatory diagram showing control at a low temperature.

FIG. 12 is a graph showing the relationship between the number of fuel cut cylinders and the drive torque reduction rate.

[Explanation of symbols]

1 ... Engine 3 ... Torque Converter 5 ... Transmission 11, 11R,
11L ... Brake 13 ... Fuel injection valve 17 ... Electronic control unit (ECU) 19, 19R, 19L ... Rolling wheel speed sensor 21, 21R, 21L ... Driving wheel speed sensor 23 ... Engine speed sensor 25 ... Water temperature sensor 31 ... Throttle open Degree sensor 33 ... Gear position sensor

Claims (3)

[Claims] 1. A drive torque control device for a vehicle, which is applied to a vehicle for transmitting a drive torque of an engine to drive wheels via a torque converter, comprising: a rotation speed detecting means for detecting an engine rotation speed; and a throttle opening. An opening degree detection unit that detects the torque converter, a calculation unit that calculates the stall torque ratio of the torque converter, a drive torque estimation unit that estimates the drive torque of the engine based on the engine speed and the throttle opening degree, A target drive torque setting unit that sets a target drive torque for the drive wheels based on a running state of the vehicle; and a torque difference between the estimated drive torque and the target drive torque,
Control means for calculating a torque difference in the drive wheels or the engine by using the stall torque ratio and controlling a drive force adjusting element of the engine so as to reduce the torque difference. A drive torque control device for a vehicle. 2. The target drive torque setting means sets the target drive torque so as to reduce the drive torque according to at least the magnitude of the slip when the drive wheel slips. In the vehicle drive torque control device according to item 1, there is provided an engine stall judging means for judging whether or not the driving state of the vehicle has a risk of engine stall, and a case where the engine stall judging means judges that there is a risk of engine stall. A drive torque control device for a vehicle, comprising: a correction unit configured to correct a reduction amount of the drive torque due to the target drive torque to a small amount. 3. The target drive torque setting means sets the target drive torque so as to reduce the drive torque according to at least the magnitude of the slip when the drive wheel slips. In the vehicle drive torque control device according to item 1, in the braking torque adjustment means for adjusting the brake braking torque of the drive wheels, and the torque difference in the control for reducing the torque difference between the estimated drive torque and the target drive torque by the control means. A driving torque control device for a vehicle, comprising: a braking torque correction control unit that corrects and controls the unresolvable torque difference as an offset amount of the brake braking torque when it cannot be eliminated.