JP3223573B2 - Acceleration slip control device for vehicles - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle acceleration for controlling a slip at the time of acceleration caused by a driving torque applied to a driving wheel of a vehicle to a desired value by a braking torque generated by using a pump discharge pressure. The present invention relates to a slip control device.

[0002]

2. Description of the Related Art Conventionally, vehicle acceleration for controlling a slip at the time of acceleration caused by a driving torque given to a driving wheel from at least a power plant system including an internal combustion engine to a desired value by applying a braking torque to the driving wheel. Slip control devices are known. In addition, this type of device has a pressure accumulator for supplying brake pressure by itself, but there is also known a technology for eliminating these auxiliary pressure accumulators and supplying hydraulic pressure only by a pump. (Japanese Patent Laid-Open No. 58
-39971, etc.).

[0003]

However, when the hydraulic pressure is supplied only by driving the pump as described above,
The pressure increase gradient of the brake pressure at the time of the slip reduction control depends on the supply capacity of the pump, and a pump with a low supply capacity may not be able to suppress excessive slip at the beginning of the slip. Further, even if the supply capacity is increased, the response of the slip control is reduced due to the delay of the rising time required for increasing the discharge pressure of the pump, and the pump is also increased in size.

[0004] That is, even if the pump drive is started from the time when the acceleration slip is observed, the acceleration slip of the drive wheels becomes excessive within the delay time until the actual high pressure value is reached, and the acceleration slip control is not performed. Cannot achieve the purpose of the term. In particular, when starting on a slope, unless the initial acceleration slip is kept small, good starting and acceleration performance cannot be obtained, and the vehicle stability is lost during turning acceleration, which is a serious problem.

Therefore, the present invention focuses on the delay of the discharge pressure rise time in the initial stage of pump supply, and starts the hydraulic pressure supply by the pump before the start of the acceleration slip control to increase the pressure, thereby improving the responsiveness of the acceleration slip control. Enhance
An object of the present invention is to provide an acceleration slip control device for a vehicle that can ensure good starting and acceleration performance.

[0006]

In order to solve the above problems, the present invention has the following arrangement. The vehicle acceleration slip control device according to claim 1, as shown in FIG. 1,
The intake air amount is controlled by adjusting the opening degree of a throttle provided in an intake system of the internal combustion engine, and a slip at the time of acceleration generated in driving wheels of a vehicle driven by the internal combustion engine is reduced by using a pump discharge pressure. An acceleration slip control device for a vehicle that controls to a desired value by the generated braking torque, wherein acceleration slip detection means for detecting an acceleration slip generated when the driving wheels are accelerated, Acceleration slip suppressing means for applying the braking torque to suppress the acceleration slip generated on the drive wheels to a desired range; throttle opening detecting means for detecting the throttle opening; road surface state detecting means for detecting a road surface state Reference throttle opening setting means for setting a reference throttle opening at which occurrence of an acceleration slip is predicted according to the detected road surface condition; If the throttle opening detected by the throttle opening detecting means exceeds the reference throttle opening, even before the start of the slip suppression control by the acceleration slip suppression means, the pump is driven and And a pre-pressure control means for increasing the discharge pressure.

According to the vehicle acceleration slip control apparatus of the first aspect, the detection result of the acceleration slip detection means is fed back to the acceleration slip suppression means,
The braking torque generated by using the pump discharge pressure is controlled to a desired value, and the acceleration slip is adjusted to an optimum slip rate.

In addition to the general feedback control of the acceleration slip, the respective components of the vehicle acceleration slip control device according to the first aspect of the present invention operate as follows.
The reference throttle opening setting means sets a reference throttle opening at which occurrence of an acceleration slip is predicted according to the road surface state detected by the road surface state detecting means. Then, when the throttle opening detected by the throttle opening detection means exceeds the reference throttle opening, the preload control means drives the pump even before the start of the slip suppression control by the acceleration slip suppression means. To increase the discharge pressure in advance.

As described above, when the occurrence of slip is predicted, the pump is preliminarily driven to increase the pump discharge pressure, so that when a slip actually occurs, the pressure is further increased from the precompression level. Since it is started, it is possible to compensate for a delay in the rising time required until the discharge pressure of the pump is increased.

Further, in the vehicle acceleration slip control device according to the present invention, as shown in FIG. 2, the intake air amount is controlled by adjusting the opening degree of a throttle provided in an intake system of the internal combustion engine. An acceleration slip control device for a vehicle, which controls a slip at the time of acceleration generated in a driving wheel of a vehicle driven by an engine to a desired value by a braking torque generated by using a pump discharge pressure. Acceleration slip detection means for detecting acceleration slip that occurs at the time,
Accelerating slip suppressing means for applying the braking torque according to the detection result of the accelerating slip detecting means to suppress the accelerating slip generated in the driving wheel to a desired range; and throttle opening detecting means for detecting the throttle opening; Throttle opening change amount detecting means for detecting the change amount of the throttle opening degree, road surface state detecting means for detecting the road surface state, and reference evaluation for predicting the occurrence of an acceleration slip in accordance with the detected road surface state When the evaluation value calculated based on the reference opening value and the throttle opening and the amount of change in the throttle opening exceeds the reference evaluation value,
Even before the start of the slip suppression control by the acceleration slip suppression means, a pre-pressure control means for driving the pump to increase the discharge pressure in advance is provided.

According to the second aspect of the present invention, the throttle opening detecting means detects the throttle opening, and the throttle opening change detecting means detects the change in the throttle opening. The reference evaluation value setting means sets a reference evaluation value at which occurrence of an acceleration slip is predicted according to the road surface state detected by the road surface state detection means. If the evaluation value calculated based on the throttle opening and the throttle opening change amount exceeds the reference evaluation value, the preload control means drives the pump even before the start of the slip suppression control. The discharge pressure is increased in advance.

Therefore, similarly to the above-described first aspect, it is possible to compensate for the delay of the rising time required until the discharge pressure of the pump is increased. According to a third aspect of the present invention, there is provided an acceleration slip control device for a vehicle, as shown in FIG. 3, in which a slip at the time of acceleration generated in a drive wheel of a vehicle driven by an internal combustion engine is generated using a pump discharge pressure. A vehicle acceleration slip control device for controlling the vehicle to a desired value by the braking torque, wherein acceleration slip detection means for detecting an acceleration slip generated when the drive wheels are accelerated, and braking performed in accordance with a detection result of the acceleration slip detection means. Acceleration slip suppression means for giving torque and suppressing acceleration slip generated on the drive wheels to a desired range, engine speed detection means for detecting the rotation speed of the internal combustion engine, and road surface state detection means for detecting the state of the road surface A reference rotation speed setting means for setting a reference rotation speed of the internal combustion engine in which occurrence of an acceleration slip is predicted according to the detected road surface condition; When the engine speed detected by the means exceeds the reference speed, even before the start of the slip suppression control by the acceleration slip suppression means, the pump is driven to increase the discharge pressure in advance. Control means.

According to the acceleration slip control apparatus for a vehicle according to the third aspect, the reference engine speed setting means predicts the occurrence of an acceleration slip in accordance with the road surface condition detected by the road surface condition detection means. Set the reference rotation speed.
Then, when the engine speed exceeds the reference speed, the preload control means drives the pump to increase the discharge pressure in advance even before the start of the slip suppression control.

Therefore, in the same manner as in the first aspect, it is possible to compensate for a delay in the rising time required until the discharge pressure of the pump is increased. In addition, as shown in FIG. 4, the vehicle acceleration slip control device according to claim 4 generates a slip at the time of acceleration generated in a drive wheel of a vehicle driven by an internal combustion engine by using a pump discharge pressure. A vehicle acceleration slip control device for controlling the vehicle to a desired value by the braking torque, wherein acceleration slip detection means for detecting an acceleration slip generated when the drive wheels are accelerated, and braking performed in accordance with a detection result of the acceleration slip detection means. Acceleration slip suppression means for applying torque to suppress the acceleration slip generated on the drive wheels to a desired range; engine speed detection means for detecting the rotation speed of the internal combustion engine; and detecting a change amount of the engine rotation speed. A rotational speed change amount detecting means, a road surface state detecting means for detecting a road surface state, and a reference evaluation value for predicting the occurrence of an acceleration slip are set according to the detected road surface state. When the evaluation value calculated based on the engine speed and the change amount of the engine speed exceeds the reference evaluation value, before the start of the slip suppression control by the acceleration slip suppression unit. Even in such a case, a pre-pressure control means for driving the pump to increase the discharge pressure in advance is provided.

According to the acceleration slip control device for a vehicle according to the fourth aspect, the engine speed detecting means detects the speed of the internal combustion engine, and the speed change detecting means detects the change of the engine speed. . The reference evaluation value setting means sets a reference evaluation value at which occurrence of an acceleration slip is predicted according to the road surface state detected by the road surface state detection means. And
If the evaluation value calculated based on the engine speed and the amount of change in the engine speed exceeds the reference evaluation value, the preload control means drives the pump even before the start of the slip suppression control, and sets the discharge pressure in advance. Is increased.

Therefore, in the same manner as in the first aspect, it is possible to compensate for a delay in the rising time required until the discharge pressure of the pump is increased. The road surface state detecting means detects the road surface state based on a detection result by the acceleration slip detecting means and a slip suppression control state by the acceleration slip suppressing means, or a wheel speed or wheel acceleration detected from a driving wheel or a driven wheel. And the like that detects the road surface state based on the

[0017]

Embodiments of the present invention will be described below. FIG.
1 shows the overall system configuration of a front engine / rear drive (FR) type vehicle equipped with the vehicle acceleration slip control device of the embodiment. Hereinafter, the configuration of the acceleration slip control device according to the embodiment will be described with reference to the drawings.

This device detects the rotational speed of the left and right rear drive wheels RR and RL to which the drive torque from the internal combustion engine 6 is transmitted via the transmission 2 and the differential gear 4. Sensors 11, 12;
An electromagnetic pickup type driven wheel speed sensor 1 for detecting the rotational speed of left and right driven wheels FR and FL provided at the front of the vehicle
3, 14; an engine speed sensor 15 for detecting the speed of the internal combustion engine 6; and a shift position sensor 17 for detecting the shift position of the transmission 2 are provided in the driving force transmission system of the vehicle.

The intake system for controlling the output torque of the internal combustion engine 6 includes a main throttle position sensor 24 for detecting an opening of a main throttle 22 interlocked with an accelerator pedal 20, and a sub-throttle actuator 26 comprising a step motor and the like. And a sub-throttle position sensor 30 for detecting the opening degree of the sub-throttle 28 driven by the sub-throttle.

The detection signals from the respective sensors are input to an electronic control circuit 40, where the magnitudes of the braking torque and the driving torque applied to the left and right driving wheels RR and RL are determined based on the detection signals of the respective sensors. The control signal according to the determination is output to the brake control device 50 and the sub-throttle actuator 26 described above.

Here, the brake control device 50 controls the drive of the normal brake device provided for each drive wheel RR, RL independently of the left and right. Next, a detailed configuration of the brake control device 50 will be described with reference to FIG. The brake control device 50 controls the control execution signal So output from the electronic control circuit 40 and the left and right drive wheels RL and RR.
Input three kinds of control signals BL and BR,
The normal hydraulic brake devices 50-1 and 50-2 provided on the left and right drive wheels RL and RR are driven based on these signals. The hydraulic brake devices 50-1, 50
-2 is driven by the operating oil pressure obtained by the driver's brake operation in the normal state.
0 in response to various control signals from the hydraulic brake device 5
The oil stored in the reservoir 54 is pumped by the pump 52 to drive 0-1 and 50-2, and constitutes a hydraulic pressure source. The operating hydraulic pressure of each of the hydraulic brake devices 50-1 and 50-2 is generated from the hydraulic pressure of the hydraulic pressure source.

As described above, the brake devices 50-1 and 50-
There are two systems of hydraulic pressure sources that drive the motor 2, but in a normal state, the hydraulic pressure source by the driver's operation of the brake pedal is used. That is, the brake oil from the master cylinder MC by the driver's operation of the brake pedal receives the hydraulic line switching valve 58, the left hydraulic control valve 50RL, and the hydraulic line switching valve 5
8 and the right hydraulic control valve 50RR.

Here, the hydraulic pipeline switching valve 58 is a hydraulic power source used for driving the hydraulic brake devices 50-1 and 50-2.
Is a two-position valve that switches to a hydraulic pressure source centered on a hydraulic pressure source, and is normally stable at a position where the hydraulic pressure from the master cylinder MC can be supplied to each of the hydraulic brake devices 50-1 and 50-2.
When the control execution signal So is input from the electronic control circuit 40 to the two-position valve drive circuit 60, the position is switched from the stable position over the input period, and the pump 5
Hydraulic brake devices 50-1 and 50
-2 is controlled to a position where it can be driven.

The hydraulic control valves 50 provided on the left and right wheels
RL and 50RR are provided to increase and decrease the braking force of each of the hydraulic brake devices 50-1 and 50-2 by using the hydraulic pressure from the pump 52 transmitted through the hydraulic pipeline switching valve 58. The position valve has a pressure increasing mode a, a pressure reducing mode b, and a holding mode c.

The pressure increase mode a is a mode in which the hydraulic line switching valve 58 and the hydraulic brake devices 50-1 and 50-2 are communicated with each other, and normally generates a braking torque corresponding to the amount of brake operation by the driver. This corresponds to time and braking when the braking torque is increased by slip control.

The depressurizing mode "b" means that the hydraulic brake device 50
This is a mode in which the brake hydraulic pressure is reduced by connecting the low pressure line to the low pressure line. The two-position valve drive circuit 62, which operates in response to the control execution signal So from the electronic control circuit 40, allows the two-position valve 63 to communicate between the low-pressure line that had been shut off and the reservoir 54. Therefore, in the decompression mode b, the hydraulic oil of the hydraulic brake devices 50-1 and 50-2 is returned to the reservoir 54 via the low-pressure line and the two-position valve 63, and the brake hydraulic pressure is reduced.

The holding mode c is a mode in which the above-described various oil passages and the hydraulic brake devices 50-1 and 50-2 are shut off to hold the brake hydraulic pressure. Hydraulic control valves 50RL, 50RR that realize such various modes
Is a three-position valve drive circuit 64 during a slip control period in which the hydraulic pipeline switching valve 58 is switched to the pump 52 side.
Drive control is performed by RL and 64RR in accordance with control signals BL and BR from the electronic control circuit 40.

The three-position valve drive circuits 64RL, 64RR are:
The hydraulic control valve 5 is activated for a period during which the control execution signal So is continuously output from the electronic control circuit 40, and similarly in response to the control signals BL and BR output from the electronic control circuit 40.
Drive control is performed on 0RL and 50RR. In the present embodiment, the hydraulic brake devices 50-1, 50-2 are controlled by a pressure increase or pressure reduction duty ratio D set in accordance with the control signals BL, BR.
Control the increase and decrease of the brake oil pressure. In other words, a time t (t = D ・) for increasing or decreasing the brake hydraulic pressure per a fixed time T in accordance with the control signals BL and BR from the electronic control circuit 40.
T) is determined, and the hydraulic control valves 50RL and 50RR are duty-controlled between modes a and c when the brake hydraulic pressure is increased, and the hydraulic control valve 5 is controlled when the brake hydraulic pressure is reduced.
Duty control of 0RL and 50RR is performed between the modes b and c to control the brake hydraulic pressure of each of the hydraulic brake devices 50-1 and 50-2.

As described above, the brake oil pressure of the hydraulic brake devices 50-1 and 50-2 is controlled to increase or decrease by various control signals from the electronic control circuit 40. In order to improve the control accuracy of the brake oil pressure control, The brake oil pressure of each of the hydraulic brake devices 50-1 and 50-2 is detected by drive wheel brake oil pressure sensors 66 and 68, and the detection result is fed back to the electronic control circuit 40.

Next, an electric circuit configuration centering on the electronic control circuit 40 of this embodiment will be described with reference to FIG. Various sensor detection signals such as the drive wheel speed sensors 11 and 12 as well as the drive wheel brake oil pressure sensors 66 and 68 are input to the electronic control circuit 40, and based on the information, the sub-throttle actuator 26 and the brake control device 50
Various control signals to be output to are determined. The electronic control circuit 40 is constituted by a logical operation circuit for executing such complicated information processing, and the CPU 4 for performing the logical operation.
1, an I / O port 42 serving as an input interface for various sensors, a counter 43 for measuring the number of pulses input from the engine speed sensor 15, a RAM 44 for temporarily storing calculation results, and the like, A ROM 45 storing control data, an I / O port 46 for outputting a control signal to the sub-throttle actuator 26 and the brake control device 50 are provided.

The vehicular acceleration slip control device of the embodiment configured as described above has a ROM 45 of the electronic control circuit 40.
It operates according to the control program stored in. Hereinafter, the operation of the vehicle acceleration slip control device will be described with reference to the flowchart of the control program shown in the drawing.

When the acceleration slip control process is started,
First, initialization of the RAM 44 and various initial values are set (step 100). Then, processing (steps 110 to 130) for detecting the current running state of the vehicle by inputting detection signals from various sensors is executed.

In this processing, the driven wheel speed sensors 13, 1
4, the driven wheel speeds VPR and VPL are calculated from the detected outputs of the drive wheel speed sensors 4 and 4, and the drive wheel speeds VD and VD are calculated from the detected outputs of the drive wheel speed sensors 11 and 12.
R and VDL are calculated, and the driving wheel speeds VDR and VDL are further calculated.
Then, drive wheel accelerations αDR and αDL are calculated from the time derivative of (step 110).

Then, the vehicle speed VB is estimated based on the driven wheel speeds VPR and VPL (step 120). Here, the vehicle speed VB is calculated, for example, as in the following Expression 1.

[0035]

(Equation 1)

That is, the larger one of the driven wheel speeds VPR and VPL is estimated as the vehicle body speed VB. Further, in order to grasp the current driving state of the vehicle, each throttle position sensor 2
A detection signal is input from 4 and 30 (step 130).
Next, it is determined whether or not the acceleration slip control has been started (step 140). If the acceleration slip control is being performed, the process proceeds to step 220, where the termination of the acceleration slip control is determined. On the other hand, if it is determined in step 140 that the acceleration slip control has not been started, it is determined whether or not an acceleration slip has occurred (step 150). This determination is made, for example, by comparing the driven wheel speeds VPR, VPL with the drive wheel speeds VDR, VDL, and if the drive wheel speeds VDR, VDL exceed the driven wheel speeds VPR, VPL by a predetermined amount, it is regarded as an acceleration slip. And do it.

If an acceleration slip has occurred (step 150: YES), the flow shifts to the acceleration slip control in step 250 and later described later. On the other hand, if the acceleration slip has not occurred (step 150: NO), the reference throttle opening is set (step 160). In the previous acceleration slip control, the road surface μ condition was previously determined in step 240.
If the learning has been performed in step (1), the optimum throttle opening for the road surface μ is set as the reference throttle opening. Also,
For example, when the information from the previous acceleration slip control cannot be obtained, for example, when the ignition is turned on for the first time, the full throttle opening may be set as the reference throttle opening.

Next, it is determined whether or not the pump drive (hereinafter, referred to as standby control) for predicting the occurrence of the acceleration slip is being executed (step 170). 170: YES), and proceeds to standby control end determination processing in step 200 described later.

When not in standby control (step 1)
70: NO), that is, it is determined whether or not to start the standby control for the first time when it is determined that neither the acceleration slip control nor the standby control is performed in the processing up to step 170 (step 180).

As a specific determination method, the reference throttle opening, which is the optimum throttle opening in the road surface state reflecting the road surface μ information obtained in step 160, and the reference throttle opening detected in step 130, The actual throttle opening at the calculation timing is compared with the actual throttle opening. If the actual throttle opening exceeds the reference throttle opening, the standby control is started by predicting that an acceleration slip will occur when the output of the internal combustion engine responds to the throttle opening. In step 190, the process proceeds to step 190 to start driving the pump 52.

On the other hand, if it is determined in step 170 that the standby control has already been started, it is determined whether or not the standby control end condition has been satisfied (step 200). This determination is made based on, for example, whether or not a predetermined time has elapsed since the start of the standby control.
Alternatively, the determination may be made based on whether or not the throttle opening detected in step 130 exceeds a predetermined value.

If the condition for terminating the standby control is not satisfied in step 200, the process returns to step 110 and the following processing is repeated. If the condition for terminating the standby control is satisfied, the driving of the pump 52 is terminated (step 200). 210), and return to step 110. Here, in order to further improve the responsiveness at the start of the acceleration slip control, the hydraulic pipeline switching valve 58 may be turned on and off in accordance with the pump drive at the start and end of the standby control. However, in this case,
During the standby control, it is necessary to switch the hydraulic control valves 50RL and 50RR to the holding mode c.

Next, the acceleration slip control after step 250, which is performed when it is determined in step 150 that an acceleration slip has occurred, will be described. First, it is determined whether or not the standby control is currently being executed (step 250). If not, the pump 52 is started to be driven, and the hydraulic line switching valve 58 and the two-position valve 63 are respectively operated. Turn on (step 26)
0).

Then, the current slip state is determined based on various wheel speed information, and the hydraulic control valves 50RL, 50R
The drive pattern of R is determined. Specifically, a plurality of threshold values for the driven wheel speeds VPR and VPL are set in advance, and based on which threshold the drive wheel speeds VDR and VDL are between,
The pressure increase / hold / decompression pattern of predetermined several stages is determined.

When the acceleration slip control is being executed in this manner, in step 240, the current road surface condition is determined from the relationship between the slip state during the acceleration slip control, the brake oil pressure generated on the drive wheels RL and RR, the throttle opening, and the like. To learn. In this embodiment, a state in which the drive wheel speeds VDR, VDL are within the range of the driven wheel speeds VPR, VPL + predetermined value is defined as a stable region, and the drive torque estimated value based on the throttle opening at that time and the brake hydraulic pressure The road surface μ is learned from the difference from the braking torque estimation value based on. As a result, an equivalent result can be obtained simply by using the throttle opening at the end of the acceleration slip control. It should be noted that the road surface μ learning value in this case can be represented by the throttle opening.

The determination of the end of the acceleration slip control in step 220 performed when the acceleration slip control is being performed in the determination in step 140 described above will be described. This end determination is made based on the throttle opening or various wheel speeds. In this embodiment, the acceleration slip control is performed when either the throttle opening is fully closed or the drive wheel speeds VDR, VDL fall below the driven wheel speeds VPR, VPL + predetermined value for a predetermined time. To end.

However, when the end condition based on the throttle opening is satisfied, the acceleration slip control for the left and right drive wheels RL and RR is simultaneously ended. Drive wheels RL, RR
End determination is performed individually, and is not affected by the state of the target wheel.

Next, the periodic interruption processing shown in FIG. 10 will be described. The regular interruption process is a process for actually driving the hydraulic control valves 50RL and 50RR. Based on the pressure increase / hold / pressure reduction pattern determined in step 230, the three-position valve drive circuits 64RL and 64R
The hydraulic control valves 50RL and 50RR are driven by R to control the brake hydraulic pressure of each of the hydraulic brake devices 50-1 and 50-2 (step 300). The reason for performing the periodic interruption process is to control the pressure increase / decrease pressure gradient by using a combination of the pressure increasing / holding / pressure decreasing time duty ratio D by using a three-position valve for the hydraulic pressure control valves 50RL and 50RR.

As described above, according to the acceleration slip control device of this embodiment, the reference throttle opening at which the occurrence of acceleration slip is predicted is set according to the road surface μ, and the detected throttle opening is set at the reference throttle opening. When the opening degree is exceeded, even before the start of the acceleration slip control, the pump 52
Is driven to increase the discharge pressure in advance.

Therefore, when slip is predicted, the pump discharge pressure is increased in advance by standby control. When slip actually occurs, further increase in pressure is started from the pre-compression level.
The delay of the rising time required for increasing the discharge pressure of the liquid crystal can be compensated.

In order to clarify the effect of the acceleration slip control of this embodiment, the difference between the two according to the presence or absence of the standby control will be described with reference to a time chart shown in FIG. In FIG. 11, the solid line indicates the case where standby control is performed.
An alternate long and short dash line shows a case without standby control (that is, a conventional one). As can be seen from the figure, the standby control is started when the throttle opening of (a) exceeds the reference throttle opening, that is, when the occurrence of slip is predicted,
As shown in (c), the pump discharge pressure is driven and increased in advance.

Then, as shown in (b), when the driving wheel speed exceeds the acceleration slip determination threshold and the acceleration slip control is executed, in (c), further pressure increase is started from the preload level. The rise time required until the discharge pressure of the pump 52 is increased is shortened.
Therefore, the pressure increase gradient of the brake pressure is also steep and reaches the predetermined level quickly. Accordingly, the response of the acceleration slip control is improved as shown in FIG. 2B, and good starting and acceleration performance can be secured.

In the above-described embodiment, no special sensor is used for detecting the road surface condition. However, the road surface condition is detected by using a ground sensor for detecting the road surface μ, and the optimum road surface μ is detected in advance. The reference throttle opening may be set with reference to a map of the throttle opening. In the above-described embodiment, the acceleration slip is predicted based on the throttle opening. However, a threshold smaller than the threshold used for detecting the acceleration slip is set, and the standby control is performed when the driving wheel speeds VDR and VDL exceed the threshold. May be started.

On the other hand, a reference rotation speed for predicting acceleration slip is set using the rotation speed of the internal combustion engine instead of the throttle opening, and when the engine rotation speed exceeds this reference rotation speed, standby control is started. Even if it comprises, it can implement similarly. Further, in the above embodiment, the reference throttle opening is set according to the detected road surface condition, and the start timing of the standby control is determined by comparing the detected actual throttle opening with the reference throttle opening. But
Another method will be described below.

Based on the throttle opening and the amount of change in the throttle opening, an evaluation value S1 is calculated as in the following equation 2, and if this evaluation value exceeds a predetermined reference evaluation value FS1, standby control is performed. You may make it start.

[0056]

(Equation 2)

The evaluation value S2 is calculated using the wheel speed and the change amount of the wheel speed (ie, the wheel acceleration), and is compared with a predetermined reference evaluation value FS2, or the engine speed and the change amount of the engine speed are used. The calculation can be similarly performed by calculating the evaluation value S3 by using the reference evaluation value FS3. Generally, the throttle opening, the engine speed, and the wheel speed are more useful as a predicted drive torque value in the order named. That is, the response delay is large in this order.

In the present acceleration slip control device, since the pump 52 is driven, during the period of shifting from the standby control to the acceleration slip control, the pump 52 and the hydraulic line switching valve 58 or the hydraulic control valves 50RL, 50RR are used. There is a risk that the piping between them may become high pressure. As a countermeasure, a pressure regulating valve (not shown) may be provided in the middle of the corresponding pipe in addition to a method of forcibly terminating a predetermined time or more after the start of the standby control as shown in steps 200 and 210. In the case where a pressure equal to or more than a predetermined value is generated by interposing the oil, the excess oil may be returned to the reservoir 54.

In this embodiment, the main throttle 22
In addition to the above description, the configuration including the sub throttle 28 is described as an example, but the sub throttle 28, the sub throttle actuator 26, the sub throttle position sensor 3
A configuration having no 0 can be similarly implemented.

[0060]

As described above, according to the vehicle acceleration slip control apparatus of the present invention, when the occurrence of slip is predicted, the pump is driven in advance to increase the pump discharge pressure in advance. When a slip actually occurs, further pressure increase is started from the preload level, so that a delay in the rise time required for increasing the discharge pressure of the pump can be compensated, and the response of the acceleration slip control is improved. And it is possible to ensure good starting and acceleration performance.

[Brief description of the drawings]

FIG. 1 is a block diagram illustrating the configuration of a vehicle acceleration slip control device according to a first embodiment;

FIG. 2 is a block diagram illustrating a configuration of a vehicle acceleration slip control device according to a second embodiment;

FIG. 3 is a block diagram illustrating a configuration of a vehicle acceleration slip control device according to a third embodiment;

FIG. 4 is a block diagram illustrating a configuration of a vehicle acceleration slip control device according to a fourth embodiment;

FIG. 5 is a configuration block diagram of a vehicle system equipped with a vehicle acceleration slip control device according to one embodiment of the present invention.

FIG. 6 is a configuration explanatory view centering on a hydraulic system of a brake control device of the present embodiment.

FIG. 7 is a block diagram illustrating an electric system according to the present embodiment.

FIG. 8 is a first half of a flowchart showing an acceleration slip control process of the present embodiment.

FIG. 9 is a second half of a flowchart showing the acceleration slip control process.

FIG. 10 is a flowchart showing a periodic interrupt process.

FIG. 11 is a time chart illustrating acceleration slip control according to the present embodiment.

[Explanation of symbols]

RL, RR: drive wheels, MC: master cylinder,
6 ... internal combustion engine, 11 ... drive wheel speed sensor, 1
3 ... driven wheel speed sensor, 15 ... engine speed sensor,
20: accelerator pedal, 22: main throttle,
24 ... Main throttle position sensor, 2
8 ... sub throttle, 30 ... sub throttle position sensor, 40 ... electronic control circuit,
50: brake control device, 50RL, 50RR: hydraulic control valve, 52: pump, 58: hydraulic line switching valve

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-2-38173 (JP, A) JP-A-1-297356 (JP, A) JP-A-1-297355 (JP, A) JP-A 64-64 32954 (JP, A) JP-A-63-34272 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) B60T 8/32-8/96 B60K 41/20 F02D 29/02

Claims (6)

(57) [Claims] An intake air amount is controlled by adjusting an opening degree of a throttle provided in an intake system of an internal combustion engine, and a slip at the time of acceleration generated in driving wheels of a vehicle driven by the internal combustion engine is reduced by pump discharge. A vehicle acceleration slip control device that controls a desired value by a braking torque generated by utilizing pressure, comprising: an acceleration slip detection unit configured to detect an acceleration slip generated when the driving wheels are accelerated; Accelerating slip suppressing means for applying the braking torque according to the detection result to suppress accelerating slip generated in the driving wheels to a desired range; throttle opening detecting means for detecting the throttle opening; detecting a road surface state Road surface state detecting means to perform, and a reference slot for setting a reference throttle opening at which occurrence of an acceleration slip is predicted according to the detected road surface state And opening setting means, the throttle opening detected by the throttle opening detecting means, when exceeding the reference throttle opening degree,
An acceleration slip control device for a vehicle, comprising: pre-pressure control means for driving the pump to increase the discharge pressure in advance even before the start of the slip suppression control by the acceleration slip suppression means. 2. The method according to claim 1, wherein the amount of intake air is controlled by adjusting the degree of opening of a throttle provided in an intake system of the internal combustion engine, and a slip at the time of acceleration generated in driving wheels of a vehicle driven by the internal combustion engine is reduced by pump discharge. A vehicle acceleration slip control device that controls a desired value by a braking torque generated by utilizing pressure, comprising: an acceleration slip detection unit configured to detect an acceleration slip generated when the driving wheels are accelerated; Accelerating slip suppressing means for applying the braking torque according to the detection result and suppressing accelerating slip generated in the driving wheels to a desired range; throttle opening detecting means for detecting the throttle opening; A throttle opening change amount detecting means for detecting a change amount, a road surface state detecting means for detecting a road surface state, and accelerating according to the detected road surface state. A reference evaluation value setting means for setting a reference evaluation value for predicting occurrence of slip; and an evaluation value calculated based on the throttle opening and the amount of change in the throttle opening exceeds the reference evaluation value. An acceleration slip control device for a vehicle, comprising: pre-pressure control means for driving the pump to increase the discharge pressure in advance even before the start of the slip suppression control by the acceleration slip suppression means. 3. An acceleration slip control apparatus for a vehicle, wherein a slip at the time of acceleration generated in a driving wheel of a vehicle driven by an internal combustion engine is controlled to a desired value by a braking torque generated by utilizing a pump discharge pressure. An acceleration slip detecting means for detecting an acceleration slip generated when the driving wheel is accelerated; and applying the braking torque according to a detection result of the acceleration slip detecting means to suppress the acceleration slip generated on the driving wheel to a desired range. Acceleration slip suppression means, engine speed detection means for detecting the rotation speed of the internal combustion engine, road surface state detection means for detecting the road surface state, and occurrence of acceleration slip is predicted in accordance with the detected road surface state. Reference rotation speed setting means for setting a reference rotation speed of the internal combustion engine, and an engine rotation speed detected by the engine rotation speed detection means, And a pre-pressure control means for driving the pump to increase the discharge pressure in advance even before the start of the slip suppression control by the acceleration slip suppression means. Control device. 4. An acceleration slip control apparatus for a vehicle, wherein a slip during acceleration generated in a driving wheel of a vehicle driven by an internal combustion engine is controlled to a desired value by a braking torque generated by using a pump discharge pressure. An acceleration slip detecting means for detecting an acceleration slip generated when the driving wheel is accelerated; and applying the braking torque according to a detection result of the acceleration slip detecting means to suppress the acceleration slip generated on the driving wheel to a desired range. Acceleration slip suppression means, engine speed detection means for detecting the rotation speed of the internal combustion engine, rotation speed change amount detection means for detecting a change amount of the engine speed, and road surface state detection means for detecting the state of the road surface A reference evaluation value setting means for setting a reference evaluation value for predicting the occurrence of an acceleration slip in accordance with the detected road surface condition; If the evaluation value calculated based on the amount exceeds the reference evaluation value, the pump is driven to increase the discharge pressure in advance even before the start of the slip suppression control by the acceleration slip suppression unit. A vehicle acceleration slip control device comprising: a preload control unit. 5. The road surface state detection unit according to claim 1, wherein the road surface state detection unit detects a road surface state based on a detection result by the acceleration slip detection unit and a slip suppression control state by the acceleration slip suppression unit. Acceleration slip control device for vehicles. 6. The road surface state detecting means detects a road surface state based on a wheel speed or a wheel acceleration detected from the driving wheel or the driven wheel.
An acceleration slip control device for a vehicle as described in the above.