JP2502994B2 - Vehicle slip control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial field of application) The present invention controls the torque applied to the drive wheels, that is, the drive torque transmitted from the drive wheels to the road surface, so that the drive wheel is rotated in the direction of over-rotation with respect to the road surface. The present invention relates to a slip control device for an automobile, which prevents excessive slip.

(Prior Art) Preventing excessive slip of the driving wheels in the over-rotational direction with respect to the road surface is effective in obtaining propulsive force of the vehicle and in terms of safety such as preventing spin. It is effective. Then, in order to prevent the slip of the drive wheels from becoming excessive, it is sufficient to reduce the torque applied to the drive wheels, which causes the slip.

As a slip control of this type, there is a conventional one disclosed in JP-A-58-16948 or JP-A-60-56662. Both of the techniques disclosed in these publications use the braking force applied to the drive wheels by the brake and the torque generated by the engine itself to reduce the torque applied to the drive wheels. Has become. More specifically, in JP-A-58-16948, when the slip of the drive wheel is small, only the braking of the drive wheel is performed, while when the slip of the drive wheel is large, the drive wheel is In addition to braking, the torque generated by the engine is reduced. Also, JP-A-60-56
According to the one disclosed in Japanese Patent No. 662, when the slip on only one side of the left and right drive wheels is large, braking is performed only on the drive wheel on one side where the slip is large, while the slips on both the left and right drive wheels are both large. At this time, the drive wheels on both sides are braked and the torque generated by the engine is reduced. As described above, the systems disclosed in both of the above publications mainly utilize the braking of the drive wheel by the brake, and supplementarily reduce the torque generated by the engine.

(Problems to be Solved by the Invention) Excessive slippage of the drive wheels is caused by an excessively large accelerator operation amount (stepping amount) by the driver. Therefore, if the driver optimally operates the accelerator according to the road surface condition and the like, it is essentially unnecessary to perform the slip control. However, it is practically impossible for a general driver to perform an accelerator operation that does not cause excessive slippage of the drive wheels, and thus it becomes necessary to perform the slip control as described above.

However, it is important to minimize the slip control as much as possible in order to reduce the load on the slip control system. In particular, if the driver relies too much on the slip control, the accelerator operation tends to be rough, which is an obstacle to knowing the accelerator operation according to the road surface condition and the like.

The present invention has been made in consideration of the above circumstances, and a slip control device for a vehicle that can prevent a situation in which a driver relies on the slip control while performing the slip control. The purpose is to provide.

(Means and Actions for Solving Problems) In order to achieve the above-mentioned object, the present invention has the following configuration. That is, as shown in FIG. 18, a vehicle slip control device equipped with slip control means for preventing excessive slip in the over-rotational direction of the drive wheels with respect to the road surface by controlling the torque applied to the drive wheels. In the above, in the continuous time detection means for detecting that the normal slip control by the slip control means is continuously performed for a predetermined time, and the normal slip control by the slip control means by the continuation time detection means continues for the predetermined time. When it is detected that the slip control means has performed the normal slip control by the slip control means and the normal slip control is being executed by the slip control means, And a limiting means for limiting the slip control by the controlling means.

The slip control can be limited, for example, by temporarily suspending the slip control for a predetermined time. When giving this slip control limit, the ramp,
It is also possible to activate an alarm device such as a buzzer.

(Effect of the Invention) According to the present invention, an excessive slip of the drive wheels is prevented by the slip control, and the operation in which the slip control is fully utilized by using the limitation of the slip control is continuously performed. Such a situation can be prevented. Of course, it also limits the continuous slip control for a long time, which is also preferable in terms of reducing the load on the control system.

The configuration as set forth in claim 2 is preferable in preventing an unfavorable situation such as instability of the vehicle due to limitation of slip control.

With the configuration described in claim 3, slip control can be limited on condition that the vehicle is in a straight running state with excellent stability. The effect corresponding to can be sufficiently obtained.

With the configuration as described in claim 4, the driver sufficiently recognizes that the accelerator pedal is depressed too much, and the limitation of the slip control is limited to the predetermined time. However, it is also preferable for suppressing the undesirable behavior of the vehicle due to the temporary interruption of the slip control.

Embodiments Embodiments of the present invention will be described below with reference to the accompanying drawings.

1. Overview of Overall Configuration In FIG. 1, an automobile 1 includes four wheels, that is, left and right front wheels 2 and 3 serving as driving wheels and left and right rear wheels 4 and 5 serving as driven wheels. An engine 6 as a power source is mounted on a front portion of the automobile 1. The torque generated by the engine 6 passes through a clutch 7, a transmission 8, and a differential gear 9, and then passes through left and right drive shafts 10 and 11. And transmitted to the left and right front wheels 2 and 3 as drive wheels. Thus, the vehicle 1 is of the FF type (front engine / front drive).

The engine 6 as a power source has its intake passage 12
Load control, that is, control of generated torque is performed by the throttle valve 13 disposed in the.
More specifically, the engine 6 is a gasoline engine, and the generated torque is changed by the change of the intake air amount, and the intake air amount is adjusted by the throttle valve 13. And the throttle valve 13
The throttle actuator 14 is electromagnetically controlled to be opened and closed. The throttle actuator 14 may be composed of, for example, a DC motor, a step motor, or an appropriate one that is driven by a fluid pressure such as hydraulic pressure and electromagnetically driven and controlled.

Each of the wheels 2 to 5 is provided with a brake 21, 22, 23 or 24, and each of the brakes 21 to 24 is a disc brake. This disc brake is
As is known, it comprises a disc 25 which rotates with the wheels and a caliper 26. The caliper 26 holds the brake hadd and includes a wheel cylinder, and a braking force is generated by pressing the brake pad against the disc 25 with a force according to the magnitude of the brake fluid pressure supplied to the wheel cylinder. .

The master cylinder 27 as a brake fluid pressure generation source has two
It is of a tandem type having two discharge ports 27a and 27b.
The brake pipe 28 extending from the discharge port 27a is branched into two branch pipes 28a and 28b on the way, and the branch pipe 28a is connected to (the wheel cylinder of) the brake 22 for the right front wheel.
b is connected to the left rear wheel brake 23. A brake pipe 29 extending from the discharge port 27b branches into two branch pipes 29a and 29b on the way, the branch pipe 29a is connected to the left front wheel brake 21, and the branch pipe 29b is connected to the right rear wheel brake 24. It is connected to the. In this way, the brake piping system is of the so-called two-system X type. The branch pipes 28a, 29a for the front wheel brakes 21, 22 serving as drive wheels are provided with electromagnetic hydraulic control valves 30 or 31 as braking force adjusting means.
Is connected. Of course, the brake fluid pressure generated in the master cylinder 27 depends on the amount of depression (depression force) of the brake pedal 32 by the driver D.

Brake Hydraulic Pressure Control Circuit As shown in FIG. 2, the hydraulic pressure control valves 30 and 31 are
Each has a cylinder 41 and a piston 42 slidably fitted in the cylinder 41. The interior of the cylinder 41 is divided into a variable volume chamber 43 and a control chamber 44 by the piston 42. The variable volume chamber 43 serves as a passage system for the brake fluid pressure from the master cylinder 27 to the brake 21 (22). Therefore, by adjusting the displacement position of the piston 42, the volume of the variable volume chamber 43 can be changed to generate a brake fluid pressure for the brake 21 (22), and the generated brake fluid pressure can be increased or decreased or held. You will be able to do it.

The piston 42 is constantly urged by a return spring 45 in a direction in which the volume of the variable volume chamber 43 increases. A check valve 46 is integrated with the piston 42. The check valve 46 closes the inlet side of the variable volume chamber 43 when the piston 42 is displaced in the direction of reducing the volume of the variable volume chamber 43. As a result, the brake fluid pressure generated in the variable volume chamber 43 is reduced by the brake 21 (2
2) It acts only on the side and does not act on the brakes 23, 24 of the rear wheels 4, 5 as driven wheels.

The displacement position of the piston 42 is adjusted by adjusting the control hydraulic pressure for the control chamber 44. Explaining this point in detail, the supply pipe 48 extending from the reservoir 47 is branched into two in the middle, and one branch pipe 48R is connected to the control chamber 44 of the valve 30.
And the other branch pipe 48L is connected to the control room 4 of the valve 31.
Connected to 4. A pump 49 and a relief valve 50 are connected to the supply pipe 48, and a supply valve SV3 (SV2) which is an electromagnetic on-off valve is connected to a branch pipe 48L (48R) of the supply pipe 48. Each control chamber 44 is further connected to a reservoir 47 via a discharge pipe 51R or 51L, and the discharge pipe 51L (51R) is
The discharge valve SV4 (SV1) consisting of an electromagnetic on-off valve is connected.

At the time of braking using the hydraulic pressure control valve 30 (31) (during slip control), the check valve 46 basically prevents the brake pedal 32 from operating. However, the hydraulic pressure control valve 30
When the brake fluid pressure generated in (31) is small (for example, during pressure reduction), the brake is operated by operating the brake pedal 32. Of course, when the brake fluid pressure for slip control is not generated by the fluid pressure control valve 30 (31), the master cylinder 27 and the brake 21 (22) are in communication with each other. As a result, a normal braking action is performed.

The valves SV1 to SV4 are controlled to open and close by a brake control unit UB, which will be described later. Brake 2
The state of the brake fluid pressure to Nos. 1 and 22 and the operation relationship between the valves SV1 to SV4 are summarized in the following table.

Control Unit Configuration Overview In FIG. 1, U is a control unit,
This is roughly divided into a brake control unit UB, a throttle control unit UT, and a slip control control unit Us. The control unit UB controls the opening and closing of each of the valves SV1 to SV4 based on the command signal from the control unit US as described above. Further, the throttle control unit UT controls the drive of the throttle actuator 14 based on the command signal from the control unit Us.

The slip control unit U S is composed of a digital computer, more specifically, a microcomputer. Signals from the sensors (or switches) 61 to 68 are input to the control unit US. The sensor 61 is connected to the throttle valve 13
This is for detecting the opening degree. The sensor 26 detects whether or not the clutch 7 is engaged. Sensor 63
Is for detecting the gear stage of the transmission 8. Sensor 64,
Reference numeral 65 indicates the number of rotations of the left and right front wheels 2 and 3 as drive wheels. The sensor 66 detects the rotational speed of the rear left wheel 4 as a driven wheel, that is, the vehicle speed. The sensor 67 detects the operation amount of the accelerator 69, that is, the accelerator opening degree. The sensor 68 detects an operation amount of the steering wheel 70, that is, a steering angle. The sensors 64, 65, and 66 are each configured using, for example, a pickup, and the sensors 61, 6
3, 67, 68 are configured using, for example, a potentiometer, and the sensor 62 is configured, for example, by a switch that operates ON and OFF.

The control unit Us is basically a CPU, RO
Equipped with M, RAM, CLOCK, and other input / output interfaces, and A / D according to input and output signals.
It also has a D or D / A converter, but since these points are the same as those in the case of using a microcomputer, detailed description thereof will be omitted. The maps and the like in the following description are stored in the ROM of the control unit Us.

Next, the control contents of the control unit U will be sequentially described. The slip ratio S used in the following description is
It is defined by the following equation (1).

WD: Number of rotations of drive wheels (2, 3) WL: Number of rotations of driven wheel (4) (vehicle speed) Throttle control The control unit UT feeds back the throttle valve 13 (throttle actuator 14) so that the target throttle opening is achieved. It is controlled.
During the throttle control, when the slip control is not performed, the operation amount of the accelerator 69 operated by the driver D is
FIG. 12 shows an example of a correspondence relationship between the accelerator opening and the throttle opening at this time so that the target throttle opening corresponds to 1: 1. Further, the control unit UT does not follow the characteristics shown in FIG.
Throttle control is performed so that the target throttle opening Tn calculated in step 3 is obtained.

Throttle valve 1 with control unit UT
In the embodiment, the feedback control 3 is performed by PI-PD control in order to compensate the variation in the response speed of the engine 6. That is, during slip control of the drive wheels, PI-PD control is performed on the opening of the throttle valve 13 so that the current slip rate matches the target slip rate. More specifically, the target throttle opening T during slip control
n is calculated by the following equation (2).

WL: Number of rotations of driven wheel (4) WD: Number of rotations of driving wheel (2, 3) KP: Proportional constant KI: Integral constant FP: Proportional constant FD: Differential constant SET: Target slip rate (for throttle control) Above formula As in (2), the rotational speed of the drive wheels is feedback-controlled so that the throttle opening Tn becomes a predetermined target slip rate SET. In other words, as is apparent from the equation (1), the throttle opening is calculated by the following equation (3) when the target drive wheel rotation speed WET is Is controlled so that

PI-PD control using the above-mentioned control unit UT is shown in FIG. 3 as a block diagram, and “S ′” shown in FIG. 3 is an “operator”. The suffixes “n” and “n−1” indicate the value of each signal at the current time and at the time of the previous sampling.

Brake control During slip control, the control unit U
The rotation (slip) of the left and right drive wheels 2, 3 using B
Feedback control is performed independently on the left and right sides so that a predetermined target slip rate SBT is achieved. In other words, in the brake control, feedback control is performed so that the drive wheel rotation speed WBT is set by the following equation (4).

The target slip rate SBT of this brake is set to be larger than the target slip rate SET of the engine in this embodiment, as will be described later. In other words, in the slip control of the present embodiment, the engine output is increased / decreased to the predetermined SET (WET), and the torque is increased / decreased by the brake so as to increase the SBT (WBT) larger than the predetermined SET (WET). It is used less frequently. Then, in this embodiment, the feedback control satisfying the expression (4) is performed by the I-PD control having excellent stability. More specifically, the brake operation amount (valves 30, 31
The operation amount Bn of the piston 44 in is calculated by the following equation (5).

KI: Integral coefficient KD: Proportional constant FD: Differential coefficient When Bn is larger than 0 (when "positive"), the brake fluid pressure is increased, and when it is 0 or less, the pressure is reduced. This increase / decrease in brake fluid pressure is controlled by valves SV1-S
This is done by opening and closing V4. Further, the increase / decrease speed of the brake fluid pressure is adjusted by adjusting the ratio (duty ratio) of the opening / closing times of the valves SV1 to SV4 (duty control). The duty control is proportional to the absolute value. Therefore, the absolute value of Bn is proportional to the changing speed of the brake fluid pressure, and conversely, the duty ratio that determines the increasing / decreasing speed also indicates Bn.

The I-PD control by the control unit UB described above is shown as a block diagram in FIG.
“S ′” shown in the figure is an “operator”.

Overall Outline of Slip Control An overall outline of slip control by the control unit U will be described with reference to FIG. In addition,
The meanings of the symbols and numerical values shown in FIG. 5 are as follows.

S / C: Slip control area E / G: Engine slip control B / R: Brake slip control F / B: Feedback control O / R: Open loop control R / Y: Recovery control B / A: Backup control A / S: Buffer control S = 0.2: Slip rate at the start of slip control (SS) S = 0.17: Target slip rate by brake (SBT) S = 0.09: Slip rate when slip control by brake is stopped (SBC) S = 0.06: Target slip rate (SET) by engine S = 0.01 to 0.02: Slip rate in the range where buffer control is performed S = 0.01 or less: Slip rate in the range where backup control is performed Note that the above values are actually ice-burn spike tires. It is shown based on the data obtained by driving by. Then, S = 0.01 and 0.02 for performing the buffer control A / S, and the slip ratio S = 0 when the slip control by the brake is stopped.
09 is unchanged in each embodiment. On the other hand, the target slip rate SBT by the brake, the target slip rate SET by the engine, and the slip rate SS at the start of slip control are changed depending on the road surface condition,
In FIG. 5, "0.17", "0.06" or "0.2" is shown as an example. The slip rate S = 0.2 at the start of slip control uses the slip rate at the time of maximum grip force generation obtained when using a spike tire (see the solid line in FIG. 13). In this way, the slip rate at the start of slip control is increased to 0.2 in order to obtain the actual slip rate when this maximum grip force is obtained. The target slip ratios SET and SBT by the engine and the brake are corrected according to the slip ratio. The solid line in FIG. 13 shows how the magnitude of the grip force and the lateral force (shown as a friction coefficient with respect to the road surface) in the case of a spike tire changes in relation to the slip rate. Further, the broken line in FIG. 13 shows the relationship between the grip force and the lateral force in the case of a normal tire.

Based on the above, FIG. 5 will be described over time.

Since the slip ratio S from t _{0 to} t ₁ does not exceed S = 0.2 which is the slip control start condition, slip control is not performed. That is, when the slip of the driving wheels is small, the acceleration performance can be improved by not performing the slip control (traveling using a large grip force). Of course, at this time,
The characteristic of the throttle opening with respect to the accelerator opening is uniformly determined as shown in FIG.

t ₁ with ~t ₂ slip control is started, the slip rate is when the above slip control stop point by the brake (S = 0.09). At this time, since the slip ratio is relatively large, slip control is performed by reducing the torque generated by the engine and braking by the brake. Also, since the target slip rate of the brake (S = 0.17) is larger than the target slip rate of the engine (S = 0.06), the brake is pressed during a large slip (S> 0.17), but during a small slip. At (S <0.17), the brake is not pressurized, and the slip is controlled by the control of only the engine.

t _{2 to} t ₄ (recovery control) The throttle valve 13 is held at a predetermined opening for a predetermined time (for example, 170 msec) after the slip has converged (S <0.2) (open loop control). At this time, S = 0/2 (t
₂ ) The maximum acceleration GMAX at the time point is calculated, and this GMAX
From this, the maximum μ of the road surface (maximum grip force of the driving wheels) is estimated. Then, the throttle valve 13 is held for a predetermined time as described above so as to generate the maximum grip force of the drive wheel. This control is performed in order to prevent the body acceleration G from dropping immediately after the convergence of the slip because the response is not enough in the feedback control because the convergence of the slip occurs rapidly. Therefore, when the convergence of the slip is predicted (lower than S = 0.2), the predetermined torque is secured in advance as described above, and the acceleration is improved.

Optimal throttle opening TV for realizing the torque applied to the drive wheels that can generate the maximum grip force
₀ is theoretically obtained from the torque curve and the gear ratio of the engine 6, but in the embodiment, it is determined based on a map as shown in FIG. 15, for example. This map is created by an experimental method, and when GMAX is 0.15 or less and 0.4 or more, it is set to a predetermined constant value in consideration of the measurement error of GMAX. It should be noted that the map shown in FIG. 12 is based on a certain speed (for example, first speed), and that the optimum throttle opening TV ₀ is set at another speed.
Is corrected.

t _{4 to} t ₇ (backup control, buffer control) To cope with the slip rate S abnormally decreasing,
Backup control is performed (open loop control).
That is, when S <0.01, the feedback control is stopped and the throttle valve 13 is opened stepwise. When the slip ratio is between 0.01 and 0.02, in order to smoothly transition to the next feedback control, buffer control is performed (t ₄ ~t ₅ and t ₆ ~t _7). This backup control is performed when the feedback control and the recovery control cannot cope. Of course, the backup control has a sufficiently high response speed than the feedback control.

In this embodiment, the rate of increase of the throttle opening in the backup control is 0.5% with respect to the previous throttle opening every 14 msec of the throttle opening sampling time.
It is assumed to be added by the opening.

Further, in the above buffer control, as shown in FIG. 16, a throttle opening T ₂ obtained by the feedback control calculation, and a throttle opening T ₁ obtained by the backup control operation, the current slip ratio S ₀ It is set as the throttle opening T ₀ obtained by proportional distribution.

By controlling the up t ₇ ~t ₈ t _7, a smooth transition to only by the slip control engine.

After t ₈ Since the accelerator 69 is completely closed by the driver D, the slip control is stopped. At this time, even if the opening degree of the throttle valve 13 is left to the intention of the driver D, there is no risk of re-slip because the torque is sufficiently reduced. Incidentally, in the embodiment, the slip control is stopped by fully closing the accelerator as well as the target throttle opening by the slip control from the throttle opening determined by FIG. 12 corresponding to the accelerator opening operated by the driver. I also try to do it when it gets smaller.

Here, the limitation of the slip control when the normal slip control is continuously performed for a predetermined time is performed by temporarily interrupting the slip control. Also,
This temporary interruption occurs when the handle 70 is in the neutral position.
That is, it is performed on the assumption that the vehicle is traveling straight ahead.

Details of Slip Control (Flowchart) Next, the details of the slip control will be described with reference to the flowcharts of FIGS. 6 to 11. In the embodiment, in the stack in which the vehicle 1 is stuck in muddy or the like, A stack control for getting out of the mud or the like is also performed by using the brake control. In the following description, P indicates a step.

Figure 6 (Main) After the system is initialized in P01, the flag timer is set in P02. The flag timer sets a timer flag for, for example, 3 seconds after 1 minute has elapsed, and resets the timer flag again after 3 seconds have elapsed. Of course, such a flag timer is temporarily (as described above in the embodiment) for limitation of the slip control when normal slip control is continuously performed for a predetermined time (1 minute as described above in the embodiment). Three
It is used to interrupt the slip control for (seconds).

After P02, in P03, whether the accelerator opening is sufficiently larger than the throttle opening, that is, compared with the throttle opening corresponding to the accelerator opening shown in FIG. 12,
It is determined whether or not the actual throttle opening is sufficiently large. If YES in P03, it means that it is considered that slip control is being performed.
It is determined whether or not the handle 70 is neutral. This P04
If YES, is determined whether or not the above-mentioned timer flag is set in P05. And this P05
If the determination is YES, the process proceeds to P06 and the slip control is stopped (alarm).

When NO is determined in P03, P04, or P05, the condition for issuing an alarm is not satisfied, so the process shifts to P2. At P2, it is determined whether or not the vehicle is currently in a stack (a state in which the player is stuck in a mud or the like and cannot move). This determination is made by checking whether or not a stack flag described later is set. If the determination in P2 is NO, it is determined in P3 whether the accelerator 69 is fully closed. On this P3
If NO is determined, it is determined in P4 whether or not the current throttle opening is larger than the accelerator opening.
When NO is determined in P4, it is determined in P5 whether or not the slip control is currently being performed.
This is performed by checking whether or not the slip control flag is set. When NO is determined in P5, it is determined in P6 whether or not slip for performing slip control has occurred. This determination is made by checking whether a slip flag has been set for the left and right front wheels 2 and 3 described below. On this P6
If NO is determined, the process proceeds to P7, and the slip control is stopped (normal traveling).

When YES is determined in P6, the process shifts to P8, and the slip control flag is set. Subsequently, at P9, the initial value of the target slip ratio SET for the engine (throttle) (0.06 in the embodiment) is set, and at P10, the initial value of the target slip ratio SBT for the brake (in the embodiment,
0.17) is set. Thereafter, as described later, brake control at P11 and engine control at P12 are performed for slip control. The setting of the initial values in P9 and P10 is based on the maximum acceleration GMAX obtained in the previous slip control from the same viewpoint as in P76 described later.

If YES is determined in P5, the above P11
Then, the slip control is continued.

If YES is determined in P4, it means that slip control is not needed, and the process proceeds to P14. At P14, the slip control flag is reset. Next, the engine control is stopped at P15, and the brake control is performed at P16. Note that the brake control in P16 is performed as a countermeasure during the stack.

If YES is determined in P3, the brake is released in P13, and then the processes from P14 are performed.

When YES is determined in P2, the processing after P15 is performed.

The flowcharts of FIGS. 7 and 8 are interrupted, for example, every 14 msec with respect to the main flowchart of FIG.

First, in P21, each signal from each of the sensors 61 to 68 is input for data processing. Next, after the process of slip detection described later is performed in P22, the throttle control is performed in P23.

The throttle control in P23 is performed according to the flowchart shown in FIG. First, in P24, it is determined whether or not the slip control flag is set, that is, whether or not slip control is currently being performed. this
When YES in P24, the control of the throttle valve 13 is selected for slip control, that is, control that realizes a predetermined target slip ratio SET without following the characteristics shown in FIG. When NO is determined in P24, the opening / closing control of the throttle valve 13 is performed in P26.
It is selected as subject to the will of the driver D (according to the characteristics shown in FIG. 12). After P25 and P26, control for achieving the target throttle opening degree is performed in P27 (control according to P68, P70, P71 described later or the 12th control).
Control according to the characteristics of the figure).

FIG. 9 (slip detection process) The flowchart of FIG. 9 corresponds to P22 of FIG. This flowchart is for detecting whether or not a slip which is a target of the slip control has occurred and whether or not the vehicle is stuck.

First, at P31, it is determined whether or not the clutch 7 is completely connected. If YES is determined in this P31,
The stack flag is reset in P32 as if it was not in the stack. Next, in P33, it is determined whether or not the current vehicle speed is low, that is, for example, smaller than 6.3 km / h.

When NO is determined in P33, the correction value α for slip determination is calculated in P34 according to the steering angle of the steering wheel (see FIG. 14). Thereafter, in P35, it is determined whether or not the slip ratio of the left front wheel 2 as the left driving wheel is larger than a value (0.2 + α) obtained by adding α in P34 to the predetermined reference value 0.2. If the determination in P35 is YES, it is determined that the left front wheel 2 is in the slip state, and the slip flag is set. Conversely, when it is determined to be NO in P35, the left front wheel 3
The slip flag of is reset. The correction value α is set in consideration of the rotation difference between the inner and outer wheels (particularly the rotation difference between the driving wheel and the driven wheel) during turning.

After P36 or P37, in P38, P39, and P40, the slip flag for the right front wheel 3 is set or reset in the same manner as in P35, P36, and P37.

When YES is determined in P33, it means that the vehicle is running at low speed, and the error in the calculation of the slip ratio based on the equation (1) becomes large.
The detection is made based only on the rotation speed of the drive wheels.
That is, in P41, the rotation speed of the left front wheel 2 is 10 kV.
It is determined whether or not it is higher than the number of revolutions corresponding to m / h. If YES is determined in P41, the left front wheel 2
Is set. Conversely, if NO is determined in P41, the slip flag of the left front wheel 2 is reset in P43.

After P42 and P43, in P44, P45 and P46, the right front wheel 3
The slip flag for is set or reset in the same manner as in the case of P41 to P43.

When it is determined to be NO in P31, it is considered that the vehicle may be in the stack (during the stack, the driver D tries to escape from the mud or the like while using the half clutch). In this case, shift to P51,
It is determined whether or not the rotational speed difference between the left and right front wheels 2 and 3 as driving wheels is small (for example, the rotational speed difference is converted to a vehicle speed of 2 kmt.
/ h or less is determined). If NO is determined in P51, it is determined in P52 whether or not the stack control is currently being performed. When NO is determined in P52, P53
At, it is determined whether or not the rotation speed of the right front wheel 3 is higher than the rotation speed of the left front wheel 2. When YES is determined in P53, it is determined whether or not the rotation speed of the right front wheel 3 is larger than 1.5 times the rotation speed of the left front wheel 2. When YES is determined in this P54, the stack flag is set in P56. On the other hand, when NO is determined in P54, it is determined that the vehicle is not in the stack, and the above-described processing from P32 is performed.

When it is determined to be NO in P53, it is determined in P55 whether the rotational speed of the left front wheel 2 is greater than 1.5 times the rotational speed of the right front wheel 3. If YES in P55, the process proceeds to P56, and if NO, the process proceeds to P32.

After P56, it is determined in P57 whether the vehicle speed is higher than 6.3 km / h. If YES in this P57,
The target rotation speeds of the front wheels 2 and 3 are determined by the following
It is set to be 1.25 times (equivalent to a slip rate of 0.2). When NO in P57, in P59, the front wheel 2,
The target speed of 3 is set uniformly to 10 km / h. P51
If the answer is YES, the brake is released slowly in P60.

FIG. 10 (Engine control) The flowchart shown in FIG. 10 corresponds to P12 in FIG.

In P61, whether the transition slip to a converged state (whether the time that has passed through t ₂ time points of FIG. 5) is determined. When NO in P61, it is determined in P62 whether the slip ratio S of the left front wheel 2 is larger than 0.2. At P62
If NO, it is determined in P63 whether the slip ratio S of the right front wheel 3 is greater than 0.2. If NO in P63, it is determined in P64 whether only one of the left and right front wheels 2, 3 is under brake control, that is, whether the vehicle is traveling on a split road. If YES in P64, in P65,
The current slip ratio is calculated according to the drive wheel having the lower slip ratio among the left and right front wheels 2 and 3 (select low). Conversely, when the answer is NO in P64, the current slip ratio is calculated according to the drive wheel having the larger slip ratio among the left and right front wheels 2 and 3 (select high). Even if NO in P62 and P63, the process shifts to P66.

The select high in P65 allows the use of the brake to be further avoided by calculating the current slip ratio in order to suppress the slip of the drive wheel that is more likely to slip. On the other hand, the select low in P56 described above suppresses slippage of the drive wheel that is more slippery by the brakes when running on a split road where the friction coefficient of the road surface where the left and right drive wheels are in contact is different It will be possible to drive while making use of the grip of the drive wheels on the difficult side.
In the case of this select low, in order to avoid overuse of the brake, it is advisable to provide a back-up means for limiting the select time, for example, or stopping the select low when the brake is overheated.

After P65 and P66, at P67, the current slip ratio S
It is determined whether it is greater than 0.02. If YES in P67, in P68, the throttle valve 13 is feedback-controlled for slip control. Of course, at this time, the target throttle opening (T
n) is set to realize the target slip ratio SET set in P65 and P66 or changed in P76 described later.

If NO in P67, the current slip rate S in P69 is 0.
It is determined whether it is greater than 01. If YES in P69, the above-described buffer control is performed in P70. If NO in P69, the backup control described above is performed in P71.

On the other hand, if YES in P61, the flow shifts to P72, where it is determined whether or not a predetermined time (the time for performing recovery control, 170 msec in the embodiment as described above) has elapsed after slip convergence. When the answer is NO in P72, the processing after P73 is performed to perform the recovery control. That is, first, at P73, the maximum acceleration GMAX is measured of the automobile 1 (FIG. 5 t ₂ time).
Then, in P74, the optimum throttle opening Tv ₀ as this GMAX is obtained is set (see FIG. 15). Further, at P75, according to the current gear position of the transmission 8, P
The optimal throttle opening Tv ₀ at 74 is corrected. That is, since the applied torque to the drive wheels also differs depending on the shift speed, the optimal throttle opening Tv ₀ for a certain reference shift speed is set in P74, and the difference in the shift speed is corrected in P75. It is. After this, in P76, P73
Estimate the friction coefficient of the road surface from GMAX in step 1 and change both the target slip ratios SET and SBT for slip control by the engine (throttle) and brake. How to change the target slip rates SET and SBT will be described later.

If YES in P72, it means that the recovery control is to be ended, and the above-described processing from P62 is performed.

FIG. 11 (Brake control) The flowchart shown in FIG. 11 corresponds to P11 and P16 in FIG.

First, in P81, it is determined whether or not the stack is currently being stacked. When NO in P81, in P82, the limit value (maximum value) of the brake response speed Bn (corresponding to the duty ratio for opening / closing control of SV1 to SV4) is set to a function corresponding to the vehicle speed (the larger the vehicle speed, the larger the value) Set as Conversely, P81
If YES at P83, set the above limit value BLM at P83 to P
Set as a constant value smaller than 82. Note that the processing in P82 and P83 takes into account that, when Bn is calculated as in the above equation (5), the rate of increase and decrease of the brake fluid pressure is too fast, which may cause vibration or the like. Done. In addition, in P83, since it is not particularly preferable that the braking force applied to the drive wheels suddenly changes due to escape from the stack, the limit value is set to a small constant value.

After P82 or P83, the slip rate S at P84
Is greater than 0.09, which is the stop point of the brake control. If YES in P84, the operation speed Bn of the right front wheel brake 22 is calculated in P85 (corresponding to Bn in the I-PD control in FIG. 4). Thereafter, in P86, it is determined whether or not Bn is greater than “0”. This determination is a determination as to whether or not the pressure increasing direction of the brake is positive and the pressure reducing direction is negative.
If YES in P86, it is determined in P87 whether Bn> BLM. If YES in P87, set Bn to the limit value BLM
, The pressure of the right brake 22 is increased in P89. When NO in P87, the pressure is increased in P89 with the value of Bn set in P85.

When P86 is NO, Bn is "negative" or "0". Therefore, after Pn is absolute valued in P90, the processes of P91 to 93 are performed. Steps P91 to P93 are for depressurizing the right brake 22, and correspond to the processing of P87, P88, and P89.

After P89 and P93, the process shifts to P94, and pressure increase or pressure reduction processing is performed for the left brake 21 in the same manner as for the right brake 22 (processing corresponding to P84 to P93).

On the other hand, if NO in P84, it means that the brake control is to be stopped, so the brake is released in P95.

When the difference between the actual rotation speed of the drive wheel and the target rotation speed (the actual slip ratio and the target slip ratio) is large between P85 and P86, for example, the integration constant KI in the above equation (5) is calculated. Performing the correction to reduce the value is preferable in preventing acceleration deterioration and engine stall due to excessive braking.

Change of target slip rates SET and SBT (P76) The target slip rates SET and SBT of the engine and the brake changed in P76 are based on the maximum acceleration GMAX measured in P73, for example, as shown in FIG. Be changed. As is apparent from FIG. 17, in principle, as the maximum acceleration GMAX increases, the target slip rates SET and SBT increase.
Is designed to be large. And the target slip rate S
Limit values are set for ET and SBT respectively.

Here, how the setting relationship between the target slip ratios SET and SBT affects the driving feeling of the automobile 1 will be described.

Driving wheel grip force SET and SBT are offset in the vertical direction in FIG. 17 as a whole. Then, in order to increase the grip force, offset in the upward direction is performed. That is, as a characteristic of the spiked tire, as shown in FIG. 13, since the coefficient of friction μ is increasing up to a slip rate of 0.2 to 0.3, the slip rate of 0.2 to 0.3
The above can be said as long as it is used in the range of 0.3 or less.

Acceleration feeling The acceleration feeling changes by changing the "difference" between SET and SBT. The smaller the "difference", the greater the acceleration feeling. That is, when SET is set to a value smaller than SBT as in the embodiment, the brake control mainly works when the slip ratio is large, and the engine control mainly works when the slip ratio is small. Therefore, SET
If the "difference" between SBT and SBT is reduced, the directions in which the brake control and the engine control work in almost the same distribution will approach.
In other words, the torque generated by the engine is squeezed by the brake to drive the drive wheels, and when the torque is rapidly increased for acceleration, the torque to the drive wheels increases without delay by simply loosening the brake. To do.

Smoothness of acceleration Increase SBT, that is, make it relatively larger than SET. This means that by increasing the priority of engine control, smooth torque change, which is an advantage of engine control, can be more effectively generated.

Stability during cornering SET is made smaller, ie SET is relatively smaller than SBT. As is clear from FIG. 13, this is the slip rate S = 0.2 when the maximum grip force is generated.
In the range of up to 0.3, the target slip ratio is reduced to reduce the grip force of the driving wheel, while increasing the lateral force as much as possible and increasing the bending force.

The above-mentioned characteristics (mode) can be selected manually according to the preference of the driving vehicle D (mode selection).

In the above-described embodiment, the target slip ratio of the brake SBT is set to be larger than that of the engine SET, so that the brake control is not performed in a small slip state, so that the frequency of use thereof is reduced. In addition, the load on the brake control is reduced even when a large slip occurs. In addition, SBT and S
Since a point (SBC) for stopping the slip control by the brake is provided between the ET and the ET, the brake pressure is sufficiently reduced when the brake control is stopped, so that abrupt torque fluctuation is unlikely to occur.

Although the embodiment has been described above, the present invention is not limited to this, and includes the following cases, for example.

For simplification of control, the target slip ratios of the brake control and the engine control are made the same, while the brake control is performed only for a certain period of time after disclosure of the throttle opening (after t _{1 in} FIG. 5). Good. Further, the target slip rates of the brake control and the engine control may be the same, and the brake control may be performed only when the slip of the driving wheels is in the increasing direction. That is, the brake control may be performed when the change dWD / dt in the rotational speed of the drive wheels is “positive” or when the change dS / dt in the slip ratio is “positive”.

For adjusting the torque generated by the engine 6, it is preferable to change and control a factor that most affects the generated output of the engine. That is, it is preferable to adjust the generated torque by so-called load control. In an Otto type engine (for example, a gasoline engine), the air-fuel mixture amount is adjusted, and in a diesel engine, the fuel injection amount is adjusted. Is preferred. However, the load control is not limited to this, and may be performed by adjusting the ignition timing in the Otto type engine or by adjusting the fuel injection timing in the diesel engine. Further, in an engine that performs supercharging, the supercharging pressure may be adjusted. Of course, the power source is not limited to the internal combustion engine, but may be an electric motor. In this case, the generated torque may be adjusted by adjusting the power supplied to the motor.

In the automobile 1, the front wheels 2 and 3 are not limited to drive wheels, and the rear wheels 4 and 5 may be drive wheels, or all four wheels may be drive wheels.

In order to detect the slip state of the drive wheels, it may be detected directly like the rotational speed of the drive wheels as in the embodiment, but in addition to this, the slip state is predicted according to the state of the vehicle, that is, You may make it detect indirectly. Examples of such a vehicle state include an increase in torque generated by a power source or an increase in rotational speed, a change in accelerator opening, a change in drive shaft rotation, a steering state (cornering), and a floating state of a vehicle body (acceleration) , Load capacity, etc. are considered. In addition to this, the road surface μ such as atmospheric temperature, rain, snow, ice burn, etc.
Can be automatically detected or input manually to make the prediction of the slip state of the drive wheels even more appropriate.

Brake fluid pressure control circuit and sensors 64, 65 of FIG.
The existing 66 (anti-brake lock system) can be used as the 66.

[Brief description of drawings]

FIG. 1 is an overall system diagram showing an embodiment of the present invention. FIG. 2 is a diagram showing an example of a brake hydraulic pressure control circuit. FIG. 3 is a block diagram when feedback controlling the throttle valve. FIG. 4 is a block diagram when feedback control of the brake is performed. FIG. 5 is a graph schematically showing a control example of the present invention. 6 to 11 are flowcharts showing control examples of the present invention. FIG. 12 is a graph showing characteristics of throttle opening with respect to accelerator opening when slip control is not performed. FIG. 13 is a graph showing the relationship between the grip force of the driving wheel and the lateral force as a relationship between the slip ratio and the coefficient of friction with the road surface. FIG. 14 is a graph showing correction values when the slip ratio at the start of slip control is corrected according to the steering angle of the steering wheel. FIG. 15 is a graph showing the optimum throttle opening corresponding to the maximum acceleration during recovery control. FIG. 16 is a graph showing the relationship between the slip ratio and the throttle opening when performing the buffer control. FIG. 17 is a graph showing an example of a map used for determining a target slip ratio. FIG. 18 is an overall configuration diagram of the present invention. 1: Automobile 2, 3: Front wheel (driving wheel) 4, 5: Rear wheel (driven wheel) 6: Engine (power source) 7: Clutch 8: Transmission 13: Throttle valve 14: Throttle actuator 21-24: Brake 27 : Master cylinder 30, 31: Hydraulic control valve 32: Brake pedal 61: Sensor (throttle opening) 62: Sensor (clutch) 63: Sensor (gear stage) 64, 65: Sensor (driving wheel speed) 66: Sensor (Driven wheel speed) 67: Sensor (accelerator opening) 68: Sensor (steering wheel steering angle) 69: Accelerator 70: Steering wheel SV1 to SV4: Electromagnetic on-off valve U: Control unit

Claims (4)

(57) [Claims] Claim: What is claimed is: 1. A slip control device for an automobile, comprising: a slip control means for preventing an excessive slip in a direction of over-rotation of a drive wheel on a road surface by controlling a torque applied to the drive wheel. Means for detecting that the normal slip control by the means is continuously performed for a predetermined time, and the normal time slip control by the slip control means is continuously performed for the predetermined time by the duration detecting means. When it is detected that the slip control means is in a condition to execute normal slip control, and the normal slip control is being executed by the slip control means, the slip control by the slip control means is executed. A slip control device for an automobile, comprising: 2. The limit according to claim 1, wherein the limitation of the slip control by the limiting means is set to be executed on condition that the traveling state of the vehicle is in a predetermined traveling state. A slip control device for an automobile characterized by: 3. The slip control device for an automobile according to claim 2, wherein the predetermined traveling state is a straight traveling state of the vehicle. 4. The slip of an automobile according to claim 1, wherein the limitation of the slip control by the limiting means is set to temporarily stop the slip control for a predetermined time. Control device.