JP2815389B2 - Vehicle traction control device - Google Patents

Description

Description: BACKGROUND OF THE INVENTION The present invention relates to a traction control device for a vehicle used for slip control of a driving wheel, and more particularly to a safety related to an operation of a sub-throttle valve of a tandem type throttle actuator. The present invention relates to a traction control device.

[Conventional technology]

As described in JP-A-61-116033, as a traction control device for a vehicle that performs slip control of a drive wheel, a tandem in which a sub-throttle valve electrically driven is arranged upstream of a main throttle valve interlocked with an accelerator pedal. In the same document, the opening speed of the auxiliary throttle valve is controlled in accordance with the maximum value of the driving wheel acceleration of the vehicle, thereby slowing down the driving wheel speed and providing a smooth Attempting to perform slip control.

Japanese Patent Application Laid-Open No. 62-7954 discloses a traction control device for driving the auxiliary throttle valve of the tandem throttle actuator in the opening direction. The traction control device is based on a reference speed calculated based on the running speed of the vehicle. The target opening is set when the valve is opened based on the difference between the speed and the drive wheel speed detected by the detecting means, thereby shortening the slip control time and obtaining good acceleration.

On the other hand, an example of a traction control device using a one-valve type throttle actuator is disclosed in Japanese Patent Application Laid-Open No. Sho 62-188880, which drives a first rotating body by an electric motor. The throttle valve is connected by a wire to open and close the throttle valve, and the second rotating body is driven via the accelerator pedal, and the rotation of the second rotating body is controlled by the first rotating body.
And the opening and closing of the throttle valve.

[Problems to be solved by the invention]

In a traction control device using a tandem-type throttle actuator, when a slip condition is detected, the target opening of the sub-throttle valve corresponding to the slip condition is determined,
While detecting the actual opening degree of the sub-throttle valve, the opening degree of the sub-throttle valve is adjusted so that the actual opening degree of the sub-throttle valve becomes the target opening degree, and control for eliminating the slip state is performed. In this case, the determination of the target opening of the sub-throttle valve and the detection of the opening are performed based on the fully closed and fully opened positions of the sub-throttle valve. However, the secondary throttle valve is fully closed,
The fully open position is not constant due to variations during assembly and changes over time during operation, and when the sub-throttle valve is controlled to reach a predetermined target opening, the target opening recognized inside the control device is the sub-throttle valve. Does not necessarily coincide with the actual opening degree, and even though the position of the sub-throttle valve is detected, the actual opening degree is not detected and an error occurs.

As a countermeasure, it is conceivable to operate the sub-throttle valve to the fully-closed or fully-opened position to detect the position, and to correct the variation and the change over time while learning the fully-closed and fully-opened position based on the value. . In this specification, this is referred to as “learning control of the sub throttle valve in the fully closed and fully opened position” or simply “learning control of the sub throttle valve”. The detection is called "throttle check".

When such learning control of the sub-throttle valve is performed, there is a problem in what state of the vehicle the throttle check is performed. Usually, it is conceivable to reset the microcomputer in the control device when the power is turned on by turning on the ignition switch, and to perform a throttle check. However, when the throttle check is performed at such a timing, the following problem occurs.

(1) Immediately after the ignition switch is turned on, it is normal to start the starter by turning on the starter switch further. In this case, the cranking of the start operation causes a decrease in the battery terminal voltage, and the control device has a problem. The microcomputer again resets, recognizes that the ignition switch has been repeatedly turned on and off, and unnecessarily closes and opens the auxiliary throttle valve. For this reason, the starting operation is adversely affected and the driver feels uneasy.

(2) If a phenomenon that a disconnection state occurs instantaneously in the wiring section related to the control device during normal traveling, that is, “sag”, the microcomputer in the control device determines that the ignition switch is newly turned on even in this state. Then, the sub throttle valve is fully closed and fully opened. In this case, since the vehicle is controlled by the main throttle valve to the state intended by the driver, when the sub throttle valve is fully closed, a stall state of the vehicle is created and a dangerous state is caused.

Further, the conventional traction control device has another problem.

That is, in the device described in Japanese Patent Application Laid-Open No. 62-188880 using a one-valve throttle actuator, if any failure occurs in the electric motor for controlling the throttle valve, the second rotation is performed. The throttle valve can be driven directly from the body.

On the other hand, in an apparatus using a tandem-type throttle actuator as described in Japanese Patent Application Laid-Open No. 61-116033, the electrically driven sub-throttle valve is usually fixed to a fully open position by a return spring, and is intended by the driver. The state is created by the main throttle valve linked to the accelerator pedal. If any trouble occurs in the control system during the control of the sub-throttle valve, the control is terminated, and the sub-throttle valve is returned to the fully open position by the return spring. Therefore, the driver can then control the vehicle speed by operating the main throttle valve normally, and the throttle actuator itself has one fail-safe against runaway.

However, in the event that any failure occurs in the control system to close the sub-throttle valve during non-control of the sub-throttle valve, consideration is given to the fact that the sub-throttle valve at the fully open position is closed. If such a failure occurs while traveling on a highway or the like, the sub-throttle valve may close against the driver's intention, causing a sudden stall condition.

In other words, in a control device using a conventional tandem throttle actuator, the safety against runaway can be dealt with by the configuration of the device itself, but there is a problem that the safety against closing failure of the sub-throttle valve is not considered. there were.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a traction control device for a vehicle, which can prevent a sub-throttle valve from closing due to causes other than normal control.

Another object of the present invention is to detect the fully closed and fully opened positions of the sub-throttle valve, correct the variation with time and the variation at the time of assembly, and perform unnecessary throttle check at the time of starting or running the engine to perform the sub-throttle valve. It is an object of the present invention to provide a traction control device for a vehicle that can prevent the vehicle from closing.

Still another object of the present invention is to provide a traction control device for a vehicle that can prevent a sub-throttle valve from closing due to a failure in a control system.

[Means for solving the problem]

In order to achieve the above object, according to a first aspect of the present invention,
A tandem-type throttle actuator having a main throttle valve interlocked with an accelerator pedal and a sub-throttle valve that is electrically driven, and detecting the fully closed and fully open positions of the sub-throttle valve of the throttle actuator when an ignition switch is ON. Depending on the throttle check performed, the sub throttle valve is fully closed,
A traction control device for a vehicle including a learning control means for learning a fully open position. 1) A first method for determining that an ignition switch is in an ON state and that a predetermined time has elapsed after the starter switch has been turned OFF. The learning control means, when the first determination means determines that the ignition switch is in the ON state, and that a predetermined time has elapsed after the starter switch is turned off, Doing a throttle check,
2) a second determination unit for determining that the vehicle is in a stopped state based on the vehicle speed or the wheel speed when the ignition switch is in an ON state, and the learning control unit includes the second control unit;
When the determination means determines that the ignition switch is in the ON state and that the vehicle is in the stopped state based on the vehicle speed or the wheel speed, the traction control device performs the throttle check.

According to a second aspect of the present invention, there is provided a traction control device for a vehicle including a tandem throttle actuator having a main throttle valve interlocked with an accelerator pedal and an electrically driven sub throttle valve. At
Mechanical restricting means for mechanically restricting the operation of the sub-throttle valve in the valve closing direction when the sub-throttle valve is at the valve opening position; and a slip level indicating a slip state of a drive wheel speed V2 or less at which the slip control is started. V1 or less, the mechanical constraint is held, and mechanical constraint control means for controlling the mechanical constraint means to release the mechanical constraint when the slip level exceeds V1 is provided. Achieved by the featured traction control device.

Preferably, the traction control device further includes a valve closing position restricting means for variably restricting the valve closing position of the sub-throttle valve.

Further, the mechanical restraining means and the valve closing position regulating means are preferably arranged on the driving side of the sub-throttle valve.

[Action]

In the traction control device according to the first aspect of the present invention, by adding a function of not performing a throttle check when the starter switch is in the ON state, even if the starter rotates and the terminal voltage of the battery drops due to cranking, During this time, since the starter switch is in the ON state, the throttle check is not performed and the auxiliary throttle valve does not close. Whether the starter switch is in the ON state can be detected, for example, by acquiring a signal from the starter switch of the engine control device (ECCS). By adding a function that does not perform the throttle check until a certain period after the starter switch is turned off, even if the voltage drop due to cranking is reduced immediately after the starter switch is turned off, the secondary throttle Valve closing can be prevented.

Further, by adding a function of not performing a throttle check when the vehicle is in a running state, a throttle check due to an instantaneous drop during running is not performed, and the closing of the auxiliary throttle valve can be prevented. Whether or not the vehicle is running can be determined by taking in the vehicle speed calculated from the speed of the driven wheels taken in by the traction control device. In the case of a manual transmission vehicle, it can be determined that the vehicle is in the running state when the clutch pedal is OFF and the gear is ON, and in the case of an automatic match transmission vehicle, the shift range is other than parking or neutral Sometimes it can be determined that the vehicle is in a running state.

In the traction control device according to the second aspect of the present invention, by providing the mechanical restraining means and the control means, the non-controlling state in which the sub-throttle valve is in the open state and the slipping state of the drive wheel is below a predetermined level. In other words, when the vehicle is traveling on a normal dry road surface, the operation of the auxiliary throttle valve in the valve closing direction is mechanically restricted by mechanical restricting means. For this reason, even if some trouble occurs in the control system and the sub-throttle valve tries to operate in the valve closing direction, the sub-throttle valve is not closed, and normal traveling can be continued. Further, when the slip state of the drive wheel becomes equal to or lower than a predetermined level and the slip control is to be performed, the mechanical restriction of the sub-throttle valve is released. It can be performed.

By providing the valve closing position regulating means for variably regulating the valve closing position of the sub-throttle valve, it is possible to prevent the sub-throttle valve from hitting the inner wall of the throttle actuator at the fully-closed position and causing sticking due to biting.

By arranging the mechanical restricting means and the valve closing position regulating means on the driving side of the sub-throttle valve, when a driving force is applied to the sub-throttle valve in a state of being restricted by these means, the entire sub-throttle valve is mechanically driven. Thus, the secondary throttle valve is prevented from being deformed.

〔Example〕

An embodiment of the present invention will be described below with reference to FIGS.

FIG. 1 shows the overall configuration of a traction control device (TCS) of the present embodiment. In the drawing, reference numeral 1 denotes an engine, and a tandem throttle actuator 2 is provided in an intake system of the engine 1.
Is arranged. The throttle actuator 2 has a main throttle valve 4 interlocked with the accelerator pedal 3 and an upstream side of the main throttle valve 4, and has a sub throttle valve 6 electrically driven by a DC motor 5. Is the throttle sensor 7
Is attached.

Wheel speed sensors 10 and 11 are mounted on the driving wheel 8 and the driven wheel 9 of the vehicle, respectively, and the traveling state is detected by the sensors 10 and 11. Detection signals Sr, Sf of sensors 10 and 11
Is input to the traction control unit 12 to determine whether the slip control is necessary inside the traction control unit 12, and if necessary, calculates the target opening Xo of the sub-throttle valve 6, and calculates the target opening Xo This is given to the throttle control unit 13. The throttle control unit 13 controls the DC motor 5 of the throttle actuator 2 based on the target opening Xo and the signal Xa from the throttle sensor 7 of the sub-throttle valve 6 so that the opening of the sub-throttle valve 6 matches the target opening. .

The throttle control unit 13 is provided with an engine control device (ECC
S) Ignition switch ON signal I of 14
i, also takes in the starter switch ON signal Is which the ECCS 14 has, and the vehicle speed Sv calculated from the driven wheel speed signal Sf taken here in the traction control unit 12, and only when the ignition switch is turned on. Throttle check for learning control of sub throttle valve 6
The DC motor 5 is controlled.

Next, slip control, which is a basic operation of the TCS of the present embodiment, will be described.

If you depress the accelerator pedal 3 too much on a slippery road,
The main throttle valve 4 is greatly opened to increase the amount of inflow air, the generated torque of the engine 1 is increased, and excessive torque is transmitted to the drive wheels 8, causing the drive wheels 8 to slip. The amount representing the degree of the slip is called a slip ratio, and is calculated by the traction control unit 12 from the speed difference between the drive wheel 8 and the driven wheel 9 based on the signals Sr and Sf from the sensors 10 and 11. When the slip ratio exceeds a predetermined value set in advance, the auxiliary throttle valve 6, which is normally in the fully opened state, is closed by the DC motor 5, and the amount of air flowing into the engine 1 is reduced, thereby suppressing the generated torque. As a result, the torque transmitted to the drive wheels 8 also decreases, and it is possible to suppress slip. The target opening Xo of the sub-throttle valve 6 is determined by the traction control unit 12 from information such as the slip rate and the vehicle speed calculated from the wheel speed of the driven wheel, and the throttle control unit 12 that receives the command controls the DC motor 5. Then, the sub throttle valve 6 is controlled to reach the target opening Xo.

The outline of the slip control by the TCS is as described above. In this control, the control accuracy of the sub-throttle valve 6 greatly affects the performance as the TCS. Therefore, in order to prevent the influence due to the variation at the time of mounting and the change over time, after the ignition switch is turned on, the rising of the signal Ii is captured, the sub-throttle valve 6 is operated once to the fully closed and fully opened positions, and the position is detected. The variation and the change with time are corrected while learning the fully closed and fully opened positions based on the. That is, the sub throttle valve 6 is fully closed,
Learning control of the sub throttle valve 6 is performed by a throttle check for learning the fully open position. Note that the throttle check also serves as an operation check of the sub-throttle valve 6. The throttle check is performed by a microcomputer built in the throttle control unit 13.

When the throttle control unit 13 is configured as described above, the throttle check is originally performed only once immediately after the ignition switch is turned on. When the terminal voltage decreases, there is a possibility that the microcomputer is reset when the voltage recovers. The voltage sag can be prevented to some extent by filtering the voltage value to be sampled by software and by changing the capacitance of the capacitor in terms of hardware, but it is difficult to suppress it completely. If the sub-throttle valve is fully closed after the engine starts running, the driver will feel strange and dangerous while driving.

Therefore, in the present embodiment, the auxiliary throttle valve 6 is prevented from being fully closed by the throttle check when the starter switch causing cranking is turned on or when traveling is unnecessary.

The above is specifically described with reference to FIG. 2 which shows the flow of the control section of the throttle check of the present embodiment. In this control flow, reference numeral 21 denotes a throttle check routine, of which a control routine denoted by reference numeral 21 is a portion added according to the present invention. First, the throttle check control in a general case without the control routine 21 will be described with reference to FIG.

The ignition switch is turned on and the ECCS14 color turns on.
When the microcomputer of the throttle control unit 13 is reset by the signal Ii, the microcomputer starts operation and performs initialization (step S1). Thereafter, a fail-safe determination is made (step S2), and if there is no abnormality, normal control for enabling slip control is started (step S4). Before starting the normal control, it is checked whether or not the throttle check has been completed (step S3). In the throttle check routine 20, a fully-closed command is issued (step S7), and the sub-throttle valve 6 is closed until it hits a fully-closed stopper (step S7).
S8). The determination as to whether or not the stopper is fully closed is made when the value of the opening signal Xa of the throttle sensor 7 taken by the throttle control unit 13 does not change, and this state is determined in advance as shown in FIG. after set Aru time t ₁ to continue (step S9), and the memory value of the throttle sensor 7 as the fully closed position at a later point in time t ₁ (step S10).

Next, a full throttle opening command for the auxiliary throttle valve is issued (step S11),
In the same manner as in the case of full closing, the sub-throttle valve 6 is opened until it hits the fully open stopper (step S12), and the time t during which it hits the fully open stopper is the time t ₂ set in advance as shown in FIG. after continued (step S13), and the memory as fully open position the value of the throttle sensor 7 at a later point in time t ₂ (step S14). Thereafter, a throttle check end flag is set so as not to enter the throttle check routine 20 until a reset is performed again (step S15). In this way, the ignition switch O
One throttle check is performed immediately after N.

The relationship between the power supply voltage and the operating state of the sub-throttle valve in this general control will be described with reference to FIG. When the ignition switch is turned on, the power supply voltage Vign rises to VB, the sub-throttle valve is moved to the fully closed position as described above, and a throttle check is performed. Thereafter, the starter switch is further turned on, and when the starter switch is turned, cranking occurs, the power supply voltage Vign drops momentarily, and when the voltage is recovered, the microcomputer is reset again and the throttle check is performed again. Further, even when the power supply voltage drops too much due to a momentary drop during traveling, the throttle check is performed by resetting again at the time of voltage recovery.

Therefore, in the present embodiment, the condition determination for performing the throttle check is increased, and the vehicle speed is not 0 km / h when the starter switch is in the ON state or until a certain time elapses after the starter switch is switched from ON to OFF. Sometimes I didn't do a throttle check.

That is, in FIG. 2, the control is the same as the general control up to the point where the throttle check is performed after the ignition switch is turned on, but thereafter, the control routine 21 is entered, and the starter motor is turned on by the starter switch ON signal Is from the ECCS14. It is determined whether or not the starter switch in the cranking state is ON (spring S5A). Further, it is determined whether or not a predetermined period of time has elapsed after the starter switch has been turned OFF (step S5B). When the starter switch is ON Or, after the starter switch is turned off, the throttle check is not performed until a predetermined time has elapsed, and only the throttle check end flag is set (step S15). By not performing the throttle check not only when the starter switch is ON but also before a certain time elapses after the starter switch is OFF, it is possible to reliably prevent the throttle check from being performed again by simultaneous cranking. .

Also, the vehicle speed signal Sv is taken from the TCS traction control unit 12 to determine whether the vehicle speed is 0 km / h (step S
6) When the vehicle speed is not 0km / h, the control routine is set so that the throttle check is not performed.

As described above, according to the present embodiment, in the TCS equipped with the tandem type throttle actuator 2, the throttle check serving as the learning of the fully closed and fully opened positions of the auxiliary throttle valve and the initial operation check is performed only once after the ignition switch is turned ON. No accidental closing operation immediately after cranking or while driving, without giving the driver an unexpected decrease in engine speed, which causes problems such as adverse effects during starting and stall conditions during driving. Occurrence can be eliminated.

In the above-described embodiment, the vehicle speed signal Sv calculated by the traction control unit 12 and calculated from the wheel speed is used to determine whether the vehicle is in the running state. May be detected. For example, in the case of an automatic transmission vehicle, as indicated by a dotted line in FIG. 1, a signal T from the transmission 15 may determine that the vehicle is in a running state when the shift range is other than parking or neutral, In the case of a manual transmission vehicle, although not shown, it can be determined that the vehicle is running when the clutch pedal is OFF and the gear is ON.

Although the above embodiment is an example in which the present invention is applied to a traction control device having a tandem type throttle actuator, the present invention can be similarly applied to a traction control device having a one-valve type throttle actuator.

Another embodiment of the present invention will be described with reference to FIGS.

FIG. 5 shows the overall configuration of the traction control device (TCS) of the present embodiment. In the figure, the same members as those shown in FIG. 1 are denoted by the same reference numerals. A tandem type throttle actuator 20 is arranged in an intake system of the engine 1.

As shown in FIG. 6, the throttle actuator 20 is provided with a main throttle valve 4 which is opened and closed by the movement of the accelerator pedal 3 of the driver, on the downstream side of the actuator body 21.
, One end of which is the accelerator pedal 3
A drum 23 that is linked to is mounted. Main throttle valve 4
An auxiliary throttle valve 6 driven by a DC motor 5 via a gear 24 is supported by a throttle valve shaft 25 on the upstream side.

As is well known, the main throttle valve 4 is normally in a fully closed position by a return spring (not shown), and is opened and closed by the operation of the accelerator pedal 3 intended by the driver, and controls the output of the engine 1.

The auxiliary throttle valve 6 is normally urged in a valve opening direction by a return spring 26 and is held at an open position. FIG. 7 shows the detailed structure of the gear 24 of the sub-throttle valve 6.

In FIG. 7, a gear 24 fixed to a throttle valve shaft 25 is shown.
Has a regulating surface 27 in the valve opening direction, a first regulating surface 28 and a second regulating surface 29 in the valve closing direction, and the regulating surface 27 in the valve opening direction is a gear box integrated with the actuator body 21. 30
And is connected to a stop surface 31 that defines the fully open position of the sub-throttle valve 6, and is held at this position by the clockwise rotational force of the return spring 26 as shown.

A solenoid 32 is mounted on a part of the gear box 30. When the solenoid 3 is demagnetized, the plunger 33 of the solenoid 32 is pressed rightward in the figure by the pressing spring 34, and the tip of the plunger 33 contacts the first regulating surface 28 in the valve closing direction of the gear 24, The rotation of the throttle valve 6 in the valve closing direction is restricted.

As described above, the auxiliary throttle valve 6 is located at the contact position between the regulating surface 27 in the valve opening direction and the stop surface 31 of the gear box 30 in the valve opening direction, and the plunger 33 of the solenoid 32 and the first regulating member in the valve closing direction. surface
The auxiliary throttle valve 6 is mechanically constrained at the position where it contacts with 28, and even if the DC motor 5 performs a valve closing operation due to uncontrolled disturbance in this state, the sub-throttle valve 6 is constrained to the substantially fully open position shown in the figure. .

When the solenoid 32 is excited, the plunger 33 of the solenoid 32 is attracted to the inside as shown in FIG.
The engagement with 28 is released. The operation of the auxiliary throttle valve 6 in the fully closed direction after the release is restricted by the contact position between the second restricting surface 29 of the gear 24 and the tip of the stopper 35, and the contact position becomes the fully closed position of the auxiliary throttle valve 6. . Here, the stopper 35 is the gear box 30
And a configuration in which the valve closing position of the sub-throttle valve 6 can be variably adjusted.

By variably adjusting the fully closed position of the sub-throttle valve 6 in this way, while the sub-throttle valve 6 is closed to a position close to the inner wall of the intake passage, its edge collides with the inner wall of the intake passage, and It is possible to prevent sticking due to intrusion.

Further, as is clear from the above description, all mechanical restraining means such as the regulating surfaces 27 to 29 of the sub-throttle valve 6 are provided on the drive side of the sub-throttle valve 6 where the DC motor 5 is located. This has the following advantages.

When the sub-throttle valve 6 is mechanically restrained and a driving force is applied from the DC motor 5, a torsional force due to the driving force acts on the valve shaft 25 of the sub-throttle valve 6. In this case, if mechanical restraining means is provided on the non-drive side where the return spring 26 is located, the torsion force causes the entire throttle valve shaft 25 to twist. This leads to deformation of the sub-throttle valve 6 for adjusting the intake air amount of the engine 1. According to the present embodiment, mechanical restraining means is provided at the portion of the gear 24 which is the driving side of the sub-throttle valve 6, so that only the strength of the gear 24 is taken into account, and the torsion phenomenon of the throttle valve shaft and the sub-throttle The deformation of the valve can be prevented.

Returning to FIG. 5, the opening degree of the auxiliary throttle valve 6 of the throttle actuator 20 configured as described above is detected by the throttle sensor 7.

The traction control unit 40 controls the driving wheels 8 and the driven wheels 9 of the vehicle.
And input the detection signals Sr and Sf of the wheel speed sensors 10 and 11 provided to the throttle control unit 41 to the target opening Xo of the sub throttle valve 6 for slip control. The throttle control unit 13 controls the DC motor 5 based on the target opening Xo and the signal Xa from the throttle sensor 7 of the sub-throttle valve 6 as in the first embodiment, and performs slip control. The traction control unit 40 and the throttle control unit 41 excite or demagnetize the solenoid 32 of the throttle actuator 20 at a predetermined timing.
The relationship between the slip control of this embodiment and the operation timing of the solenoid 32 will be described below with reference to FIG. FIG. 9 shows the control state of the sub-throttle valve 6 by the traction control unit 40 and the throttle control unit 41.

In FIG. 9, the lower part shows the speed Vf of the driven wheel 9 and the driving wheel 8.
, And for the sake of explanation, a state in which the vehicle is accelerating from a state of zero vehicle speed. Vf and Vr are treated as the average speed of the left and right wheels.

The sub-throttle valve 6 is controlled when the speed Vr of the driving wheel 8 exceeds the allowable value V2 determined by the speed Vf of the driven wheel 9. Here, the allowable value V2 is given as a point where the average speed Vf of the driven wheels 9 is regarded as the vehicle speed and the drive wheels 8 reach a slip ratio of 20 to 30%. As is well known, in order to generate the maximum driving force, it is necessary to create a maximum friction state between the tire and the road surface. At the point where the speed slips by 20 to 30%.

Although not shown in the drawing, the control is terminated when the slip ratio of the drive wheels 8 falls within a predetermined value.

In the present embodiment, the auxiliary throttle valve 6 is mechanically restrained by the plunger 33 of the solenoid 32 during normal running, and this restraint must be released during slip control. The release control will be described below.

As can be seen from FIGS. 7 and 9, it is necessary to release the engagement between the first regulating surface 28 of the gear 24 and the plunger 33 of the solenoid 32 in the process of shifting to the slip control. In the present embodiment, the solenoid 32 is excited to release the restraint in a slip state equal to or less than the allowable value V2 of the drive wheel speed at which the slip control determined by the driven wheel speed Vf is started. In the figure, it is indicated by V1.

That is, when a state occurs in which the driving wheels 8 run idle while the vehicle is traveling, and when the slip level V1 determined by the speed Vf of the driven wheels 9 at that time is reached, the solenoid
It is configured to excite 32 and release the mechanical restraint of the sub-throttle valve 6.

Here, the application of the control voltage to the solenoid 32 may be performed from either the throttle control unit 41 or the traction control unit 40, but in this embodiment, the throttle control unit 40
Supplies the control voltage. In this case, a control signal Z for solenoid excitation is supplied from the traction control unit 40 to the throttle control unit 41 at the predetermined value V1 in FIG. The reason is that the traction control unit 40 inputs the signals Sr and Sf of the wheel speeds 10 and 11, so the control signal Z
It is reasonable to perform the operation of

Next, regarding the excitation of the solenoid 32 with the start of the slip control and the demagnetization of the solenoid 32 with the end of the slip control,
This will be specifically described with reference to the flowchart of the stopper control routine shown in FIG. This stopper control routine is executed at every predetermined interruption.

First, a case will be described in which the state of shifting to the slip control during normal traveling is not detected.

Slip hardly occurs at the driving wheel speed Vr, V1 <Vr
Therefore, NO is determined in step S20. Next, in step S25, it is determined that the Flag is OFF (details will be described later), and the control routine is ended. The gear 24 is held in the restrained state while the solenoid 32 is kept in the demagnetized state.

When the state of shifting to the slip control is detected, YES is determined in the step S20, the solenoid 32 is excited in the step S22, the restraint of the gear 24 is released, and the flag is turned ON.
In this Flag, the slip control is terminated and the solenoid
32 is used for determination when degaussing. Next, in step S23, it is determined that Timer-Flag is OFF, and the process returns to the main routine. Here, Timer-Flag indicates that when demagnetizing the solenoid 32, a certain time has passed since V1 <V2 became NO,
The timer for setting the solenoid 32 to continue to be excited until it is determined that the vehicle has entered a travel that does not require the slip control is set. As described above, when V1 <Vr is first detected, the solenoid 32 is excited, a flag indicating that excitation is being performed is set, and the process returns to the main routine.

Next, when V1> Vr is detected when the solenoid 32 is energized (slip is reduced), NO is determined in step S20, and Flag-ON is determined to be YES in step S25. Next, in Step S26, it is determined whether Timer is set in Timer-Flag, Timer-Flag is determined to be OFF, Timer is set in Step S27, and Timer-Flag is set.
Stand up. This operation monitors the lapse of time from when V1> Vr, and demagnetizes the solenoid 32 after a predetermined time has elapsed.

Step S2 is entered again into the stopper control routine.
0 is determined as NO, step S25 is determined as YES, and step S26 is determined as NO,
If the predetermined time T has not elapsed since V1> Vr in step S28, the above procedure is repeated. When the predetermined time T elapses and it is determined that the slip control state is surely avoided and the vehicle is running normally, the solenoid 32 is demagnetized in step S30. At this time, the sub throttle valve 6
Is fully open.
The determination is made in S29, the opening of the sub-throttle valve 6 is detected, and if it is fully open, the process proceeds to step S30.

In step S29, when a state that the sub-throttle valve 6 is closed is detected, that is, when the second sub-throttle valve 6 is closed even though the slip is reduced, some sort of system It is determined that there is an abnormality, and a failure is displayed in step S31.

Next, the solenoid 32 is excited at V1 <Vr, and then V1> Vr
The following describes a case where the condition V1 <Vr is satisfied again before the predetermined time T has elapsed and the slip has subsided.
In this case, YES is determined in step S20, YES is determined in step S21, and NO is determined in step S23 because the Timer has been activated. When it is determined to shift to the slip state again, the Timer that has been started once in the slip S24 is reset, the Timer-Flag is turned off, the control routine is terminated, and the detection of the V1> Vr state is waited again.

As described above, according to the present embodiment, it is possible to cope with the failure of closing the electrically driven sub-throttle valve of the tandem-type throttle actuator without hindering the original purpose of the slip control. . In addition, high reliability can be obtained with a simple configuration and without a runaway function peculiar to the tandem type without largely changing the current actuator structure.

〔The invention's effect〕

According to the present invention, the learning control of the sub-throttle valve can be performed to perform accurate slip control, and the possibility that the throttle check is performed at times other than immediately after the ignition switch is turned on can be minimized, so that the operation of inadvertent closing of the valve Can be eliminated, and problems such as an adverse effect at the time of starting the engine and a stall state during running can be prevented.

Further, according to the present invention, it is possible to improve safety by coping with a failure in which an electrically driven sub-throttle valve of a tandem-type throttle actuator is closed without interfering with the original purpose of slip control. Can be.

[Brief description of the drawings]

FIG. 1 is a system diagram showing an overall configuration of a traction control device according to one embodiment of the present invention, FIG. 2 is a flowchart showing a control flow of a throttle check of this embodiment, and FIG. 4 (a) and 4 (b) are time charts showing the general control, the power supply voltage according to the present invention, and the operation of the sub-throttle valve, respectively, and FIG. FIG. 6 is a system diagram showing an overall configuration of a traction control device according to a second embodiment of the present invention. FIG. 6 is a sectional view of a throttle actuator of the present embodiment, and FIG. 7 is a VII-VII of FIG.
FIG. 8 is a sectional view taken along a line, FIG. 8 is a view similar to FIG. 7 showing a state when the solenoid is excited, and FIG. 9 is a vehicle running state for explaining control of the present embodiment. And FIG. 10 is a flowchart showing a stopper control routine according to the present embodiment. Description of reference numerals 2; 20… throttle actuator 3… accelerator pedal 4… seed throttle valve 5… DC motor 6… sub throttle valve 12; 40… traction control unit 13; 41… throttle control unit 20… ... Throttle check routine 21 ... Control routine 28 ... First regulating surface (mechanical restraining means) 29 ... Second regulating surface (valve closing position regulating means) 33 ... Plunger (mechanical restraining means) 35 ... ... Stopper (valve closing position regulating means)

Continuation of the front page (56) References JP-A-62-206240 (JP, A) JP-A-61-116033 (JP, A) JP-A-62-237047 (JP, A) JP-A-2-233835 (JP) JP-A-63-143345 (JP, A) JP-A-62-135629 (JP, A) (58) Fields investigated (Int. Cl. ⁶ , DB name) F02D 29/02 311 F02D 45/00 345 F02D 45/00 312 F02D 9/02 361 F02D 11/10 F02D 41/04 310

Claims (6)

(57) [Claims] 1. A tandem throttle actuator having a main throttle valve interlocked with an accelerator pedal and a sub-throttle valve driven electrically, and a sub-throttle valve of the throttle actuator being fully closed when an ignition switch is ON. In a traction control device for a vehicle including learning control means for learning the fully closed and fully opened positions of the sub-throttle valve by a throttle check that detects a fully open position, the ignition switch is turned on and the starter switch is turned off. First learning means for determining that a predetermined time has elapsed after the switching, wherein the learning control means switches the ignition switch to the ON state and the starter switch to the OFF state by the first determination means. When it is determined that a predetermined time has elapsed after the start, the throttle check is performed. Action control device. 2. A tandem throttle actuator having a main throttle valve interlocked with an accelerator pedal and an electrically driven sub-throttle valve, and fully closing the sub-throttle valve of the throttle actuator when an ignition switch is ON. In a traction control device for a vehicle, comprising learning control means for learning the fully closed and fully opened positions of the sub-throttle valve by a throttle check for detecting a fully open position, the ignition switch is in an ON state, and the vehicle speed or the wheel speed is used. Second to determine that the vehicle is in a stopped state
The learning control means performs the throttle check when the second determination means determines that the ignition switch is in the ON state and the vehicle is in the stopped state based on the vehicle speed or the wheel speed. A traction control device characterized by performing. 3. A traction control device for a vehicle having a tandem throttle actuator having a main throttle valve interlocked with an accelerator pedal and an electrically driven sub-throttle valve, wherein the sub-throttle valve is in an open position. Mechanical restraining means for mechanically restraining the operation of the auxiliary throttle valve in the valve closing direction, and the mechanical restraint when the slip state is equal to or less than a slip level V1 indicating a slip state of a drive wheel speed V2 or less at which a slip control is started. A traction control device, comprising: mechanical restraint control means for controlling the mechanical restraint means to hold and release the mechanical restraint when the slip level exceeds the slip level V1. 4. A traction control device for a vehicle according to claim 3, further comprising valve closing position regulating means for variably regulating a valve closing position of said auxiliary throttle valve. 5. A traction control device for a vehicle according to claim 3, wherein said mechanical restraining means or valve closing position regulating means is arranged on a drive side of said auxiliary throttle valve. 6. The traction control device for a vehicle according to claim 3, wherein the mechanical restraint control means changes the slip state of the drive wheel to the slip level V1 again after releasing the mechanical restraint of the auxiliary throttle valve. A traction control device which controls the mechanical restraining means so as to return to the restraining state again when it is detected that the sub-throttle valve is at the fully open position.