JP3314893B2 - Vehicle traction control control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a traction control system for a vehicle, and more particularly to a traction control system for a vehicle for controlling an engine output so as to converge a slip amount of a driving wheel to a predetermined target value. About.

[0002]

2. Description of the Related Art Some vehicles, such as automobiles, perform so-called traction control in order to prevent the driving wheels from slipping due to excessive driving torque during acceleration or the like to reduce the acceleration. This traction control is calculated based on the rotational speed of the drive wheels when an excessive slip state occurs in the drive wheels due to excessive drive torque, for example, by lowering the engine output or applying a braking force. The slip amount is converged to a predetermined target value. In this case, as a method of reducing the engine output, control of the engine state such as retarding the ignition timing (retard) or limiting the fuel injection (fuel cut) may be performed. In this case, for example, the control level is calculated based on the slip amount of the drive wheels, the ignition timing is retarded in accordance with a table for engine output reduction set in advance with the control level as a parameter, and the fuel is supplied to the required number of cylinders. The injection will be stopped.

[0003] On the other hand, in this type of vehicle, an engine having a catalytic converter for purifying exhaust gas may be mounted in an exhaust system. In such a case, when an excessive slip of a drive wheel occurs, retardation of ignition timing and fuel consumption may occur. If the engine output is reduced by cutting, the following inconvenience may occur.

That is, when the ignition timing is retarded, the amount of unburned components contained in the exhaust gas relatively increases, and the so-called post-burning state becomes longer to increase the exhaust gas temperature. The action may activate the oxidation reaction in the catalytic converter and increase the temperature of the catalytic converter, resulting in a decrease in exhaust gas purification characteristics, as well as thermal degradation of the catalyst and an increase in the durability of the catalytic converter itself. Can also cause problems. Also, regarding the fuel injection restriction, as long as the fuel cut is not performed for all the cylinders, the unburned components discharged from the cylinders that are not subjected to the fuel cut are removed from the cylinders that have been subjected to the fuel cut before reaching the catalytic converter. There is a possibility of reburning by touching the rich oxygen in the exhaust gas to be exhausted, and the reheating of the exhaust gas accompanying the same may cause the same problem as described above.

To solve such a problem, Japanese Patent Laid-Open No. 2-8 / 1990
As disclosed in Japanese Patent No. 0728, as one of the traction controls, there is one that controls an engine output by adjusting a supercharging pressure generated by a supercharger installed in an intake system.

[0006]

However, the technique described in the above publication still has room for improvement as described below.

That is, the control of the engine output by adjusting the supercharging pressure cannot be said to have sufficient responsiveness, and the responsiveness required for quickly converging the slip amount of the drive wheels to the predetermined target value is reduced. There is a limit in chipping, particularly in the control under the condition that the slip amount of the drive wheel at the time of the first spin suddenly increases. On the other hand, control of the engine state by retarding the ignition timing or restricting the fuel injection is not preferable because it has excellent responsiveness but adversely affects the catalytic converter and the exhaust system as described above.

An object of the present invention is to apply the present invention to a vehicle equipped with an engine having a catalyst converter for purifying exhaust gas in an exhaust system, and to maintain a good condition of the engine while maintaining the engine in a good condition. By providing a traction control control device for a vehicle with improved responsiveness without adversely affecting the exhaust system, it is possible to quickly converge the slip amount of the drive wheels to a target value, Another object of the present invention is to improve the reliability of a traction control device for a vehicle in which a turbocharger is installed and to reduce maintenance costs.

[0009]

That is, a traction control control device for a vehicle according to the invention of claim 1 of the present application (hereinafter referred to as a first invention) includes a supercharger installed in an intake system of an engine. A wheel speed detecting means for detecting the rotational speed of the wheel, a slip amount calculating means for calculating a slip amount of the drive wheel based on the wheel speed detected by the detecting means, and a drive calculated by the calculating means. Supercharging pressure control for controlling a supercharging pressure generated by the supercharger so that the slip amount converges to a predetermined target value when a wheel slip amount or a wheel acceleration exceeds a predetermined control start threshold value. Means for detecting a supercharging pressure generated by the supercharger, and a supercharging pressure detected by the supercharging pressure detecting means when the supercharging pressure is higher than a predetermined pressure.
The control gain for the supercharging pressure control means is set to the supercharging pressure
If the supercharging pressure detected by the detecting means is lower than the predetermined pressure,
Control gain for the boost pressure control
In addition, a supercharging pressure control gain setting means for setting a large value is provided.

A traction control control device for a vehicle according to the invention of claim 2 of the present application (hereinafter referred to as "second invention") has a turbocharger installed in an intake system of an engine and rotation of wheels. Wheel speed detecting means for detecting a speed, slip amount calculating means for calculating a slip amount of a driving wheel based on the wheel speed detected by the detecting means, and a slip amount or a wheel of the driving wheel calculated by the calculating means When the acceleration exceeds a predetermined control start threshold, the supercharging pressure control means for controlling the supercharging pressure generated by the supercharger so that the slip amount converges to a predetermined target value. The point is adjusted so that the slip amount converges to the predetermined target value.
An engine control means for controlling at least one of a fire timing and a fuel injection amount, wherein a supercharge pressure detecting means for detecting a supercharge pressure generated by the supercharger; and supercharging pressure is a predetermined pressure, which is detected by the detection means
Control for the boost pressure control means when the pressure is high
When the boost pressure detected by the boost pressure detecting means increases,
The boost pressure control means when the pressure is lower than the predetermined pressure.
Only when the supercharging pressure detected by the supercharging pressure detection means is lower than the predetermined pressure, the boost pressure control gain setting means sets the boost pressure control gain to a value larger than the control gain.
And traction control means for executing the gin control means .

The invention of claim 3 of the present application (hereinafter referred to as “third invention”)
A traction control control device for a vehicle according to the present invention has a supercharger installed in an intake system of an engine, a wheel speed detecting means for detecting a rotation speed of a wheel,
A slip amount calculating means for calculating a slip amount of the driving wheel based on the wheel speed detected by the detecting means; and a slip amount or a wheel acceleration of the driving wheel calculated by the calculating means exceeding a predetermined control start threshold value. And a supercharging pressure control means for controlling a supercharging pressure generated by the supercharger so that the slip amount converges to a predetermined target value. So that the ignition
An engine control means for controlling at least one of the timing and the fuel injection amount, when the control of the slip amount is started, the supercharging pressure control means
Control of supercharging pressure and engine state by engine control means
And executes the control at the same time, hand stage you reduce the control of the engine state by the upper SL engine control means is provided in accordance with the lapse of time from the control <br/> control start of the slip amount Things.

Further, a traction control control device for a vehicle according to the invention of claim 4 of the present application (hereinafter, referred to as a fourth invention) is a vehicle traction control device according to any one of the first, second, and third inventions, The control gain for the boost pressure control means when the wheel slip amount exceeds a predetermined target value.
When the slip amount of the drive wheel falls below the predetermined target value.
Control gain for boost pressure control means
And a means for setting the value to a larger value is provided .

[0013]

According to the above arrangement, the following operation can be obtained.

That is, according to the first aspect of the invention, when the traction control is performed by the supercharging pressure control in the vehicle equipped with the supercharged engine, the actual supercharging pressure detected by the supercharging pressure detecting means is determined. When the supply pressure is higher than the specified pressure
The control gain for the boost pressure control means in
The supercharging pressure detected by the supply pressure detection means is lower than the predetermined pressure.
Control gain for the boost pressure control means
As compared with, the output of the engine is large in the supercharging region and the responsiveness of the traction control by the supercharging pressure control can be improved in a situation where the drive wheels are likely to slip, and the engine can be improved. In good condition,
It is possible to eliminate the slip of the drive wheel early,
The reliability of this type of traction control device can be improved.

According to the second invention, when the actual supercharging pressure is lower than the predetermined pressure , at least one of the ignition timing and the fuel injection amount is added to the supercharging pressure control shown in the first invention.
Since the engine control for controlling either of them is used together, the responsiveness is further improved compared to the case of traction control using only the supercharging pressure control, and the engine output is controlled when the supercharging pressure is low because the engine output is low. Not big,
Even if the engine is controlled, problems such as thermal deterioration of the catalyst converter and the exhaust system due to retardation of ignition timing and restriction of fuel injection are reduced, and their durability can be maintained, and maintenance costs can be reduced. Leads to a reduction in

According to the third invention, for example, when the slip amount of the drive wheel exceeds a predetermined control start threshold value during acceleration, traction control is started so as to converge the slip amount to a predetermined target value. First, both the supercharging pressure control and the control of the engine state are performed, and the two controls are used together to quickly reduce the slip amount, and thereafter, the slip amount tends to converge as time elapses. When the control is started, the control gain for the boost pressure control is increased, while the control of the engine state is gradually reduced or set to 0. Therefore, after the convergence of the slip amount to some extent, the boost pressure control is performed exclusively. Since the traction control is performed by using the traction control, adverse effects on the exhaust system and the catalyst converter can be avoided.

Further, according to the fourth invention, the slip amount of the drive wheel is compared with a predetermined target value, and when the slip amount of the drive wheel exceeds the predetermined target value, the control gain for the boost pressure control means is determined. Is increased, and conversely, when the target value is less than the predetermined target value, the control gain is reduced to reduce the slip amount of the drive wheels and converge to the target value in a short period of time when converging to the target value. At the same time, when the slip amount falls below the target value, the increase in the slip amount is performed gently so that the slip amount is surely converged to the target value, which can contribute to the improvement of the reliability of the traction control control device.

[0018]

Embodiments of the present invention will be described below.

As shown in FIG. 1, the vehicle according to this embodiment has left and right front wheels 1 and 2 as driving wheels, left and right rear wheels 3 and 4 as driven wheels, and is disposed at the front of the vehicle body. The output torque of the engine 5 is transmitted to the left and right front wheels 1 and 2 via the transmission 6, the differential device 7 and the left and right drive shafts 8 and 9.

As shown in FIG. 2, the engine 5 has a V
A V-type six-cylinder engine in which three cylinders are provided in a row in left and right first and second banks 5a and 5b arranged in a mold, respectively, and are connected to a surge tank 11 constituting an intake system 10. 12 are connected to the respective cylinders of the first and second banks 5a and 5b, and fuel injection valves 13 ... 13 are respectively connected to these independent intake passages 12 ... 12. is set up. And
An air flow sensor 15 for detecting an intake air amount and a throttle valve for adjusting an intake air amount or an engine output in conjunction with an accelerator pedal (not shown) are provided from the upstream side of the main intake passage 14 connected to the surge tank 11. 16 and the recharged supercharger 17
And an intercooler 18 for cooling the intake air, and a supercharging pressure generated by the supercharger 17 is adjusted in a bypass passage 19 provided above and below the supercharger 17. An air bypass valve 20 is provided. That is, when the air bypass valve 20 is set to the fully closed state, the pressurized air discharged from the supercharger 17 is distributed and supplied to each cylinder via the intercooler 18 and the surge tank 11 as it is. When the air bypass valve 20 is opened, a part of the pressurized air discharged from the supercharger 17 flows back to the upstream side of the supercharger 17 through the bypass passage 19 so that the supercharging pressure is reduced. Has become.

On the other hand, the exhaust system 21 of the engine 5 includes independent exhaust passages 22... 22 for each cylinder and these exhaust passages 2.
2 ... 22 are gathered for each bank, and two combined exhaust passages 23, 23, and a combined exhaust passage 24 which joins the two combined exhaust passages 23, 23 into one at the downstream side,
A catalytic converter 25 for purifying exhaust gas is provided at an intermediate portion of the combined exhaust passage 24.

The vehicle is provided with an electronic control type control unit 30. The control unit 30 includes wheel speed sensors 31 to 34 provided on left and right front wheels 1 and 2 and rear wheels 3 and 4 of the vehicle.
, A throttle opening signal from a throttle opening sensor 35 for detecting the opening of the throttle valve 16, an idle switch 36 for detecting a fully closed state of the throttle valve 16. Signal from Supercharger 17
An intake air pressure signal from a pressure sensor 37 for detecting the intake air pressure on the downstream side, a knock signal from a knock sensor 38 for detecting detonation (explosive combustion) of the engine 5, and an engine speed sensor 39 for detecting the engine speed. And other signals. Then, based on these signals, control of the ignition timing for the spark plugs 26... 26 provided for each cylinder in the first and second banks 5 a and 5 b and the control of the fuel injection amount from the fuel injection valves 13. Control and supercharging pressure control by controlling the air bypass valve 20 are performed, and traction control (hereinafter, referred to as TCS control) is performed when it is determined that predetermined traction control conditions are satisfied. Note that the control unit 30 turns on the operation lamp 27 when the TCS control is performed.

Here, the control unit 3 is normally used.
The ignition timing control, the fuel injection control, and the supercharging pressure control performed by 0 will be described. First, the ignition timing control is performed roughly as follows.

That is, the control unit 30
For example, by applying the engine speed Ne indicated by the signal from the engine speed sensor 39 and the intake air amount Q indicated by the signal from the airflow sensor 15 to a preset ignition timing map, the optimum ignition timing is determined. The ignition timing correction value calculated from the knock signal from the knock sensor 38 is added to the optimum ignition timing to set the final ignition timing. At this final ignition timing, the ignition plugs 26.
And outputs an ignition timing control signal so that the. In this case, when the knock frequency determined from the knock signal exceeds a predetermined value, the ignition timing correction value is immediately retarded, and when the knock frequency does not exceed the predetermined value, the ignition timing correction value is maintained. Is progressively corrected.

Next, the fuel injection control is generally performed as follows.

That is, the control unit 30
A basic fuel injection amount is set from the engine speed Ne and the intake air amount Q, and various correction amounts calculated based on a signal from a water temperature sensor (not shown) are added to the basic fuel injection amount to determine a final injection amount. I do. Then, a fuel injection signal is output to the fuel injection valves 13 so that the fuel is injected at the final injection amount.

The supercharging pressure control is generally performed as follows.

That is, the control unit 30
As shown in FIG. 3, the actual engine speed Ne and the throttle opening θ are applied to a target supercharging pressure map in which the engine speed and the throttle opening are set as parameters in advance, and the corresponding values are set to the target overpressure. Set as the supply pressure Po. Then, a deviation ΔP between the intake air pressure P (supercharging pressure) taken from the pressure sensor 37 and the target supercharging pressure Po.
(= Po−P) is calculated, and the opening degree of the air bypass valve 20 is feedback-controlled by duty control so that the deviation ΔP is eliminated. That is, when the actual intake air pressure P is lower than the target supercharging pressure Po, a valve drive signal is output so that the air bypass valve 20 closes. On the contrary, the actual intake air pressure P is higher than the target supercharging pressure Po. Sometimes, a valve drive signal is output so that the air bypass valve 20 opens.

Next, T performed by the control unit 30
The CS control will be described.

That is, the control unit 30
Left and right rear wheels 3 taken from wheel speed sensors 33, 34
For example, a smaller one of the four driven wheel speeds is selected as the vehicle speed Vr of the vehicle. And this vehicle speed V
In addition to calculating the vehicle body acceleration Va of the vehicle based on the change in r, the calculated vehicle body acceleration Va and the vehicle body speed Vr are set in advance as parameters as shown in Table 1 below. Apply the value to the table and set the corresponding value as the road surface friction coefficient μ.

[0031]

[Table 1] Here, as shown in Table 1, the value of the road surface friction coefficient μ increases as the vehicle speed Vr increases and the vehicle acceleration Va increases.

Next, the control unit 30 uses the vehicle speed Vr and the road surface friction coefficient μ calculated as described above, using a preset control threshold setting map.
A control start threshold value Ss and a control end threshold value Se are set, respectively. Here, the control end threshold S is larger than the control start threshold Ss.
e is set to a smaller value.

The control unit 30 subtracts the vehicle speed Vr from the driving wheel speeds of the left and right front wheels 1 and 2 obtained from the wheel speed sensors 31 and 32, respectively, to thereby obtain the slip amounts SL and SR of the left and right front wheels 1 and 2. After calculating these, arithmetic mean is performed to calculate the average slip amount SAv, and the larger one of the two slip amounts SL and SR is selected as the maximum slip amount SHi. Then, the maximum slip amount SHi is equal to the control start threshold value Ss.
When the maximum slip amount SHi is smaller than the control end threshold Se, it is determined that the front wheels 1 and 2 as the drive wheels are in the slip state, and the slip flag Fs is set to 1. , The slip flag Fs is reset to 0.

Here, the control unit 30 performs the TCS by using both the engine control and the supercharging pressure control.
The TCS control by the engine control is generally performed as follows.

That is, the control unit 30
The engine control slip target reference value is read from a map in which the vehicle speed Vr and the road surface friction coefficient μ are set as parameters, and a necessary correction is added to the value to finally set the engine control slip target value Te. Then
The control unit 30 calculates the deviation の of the average slip amount SAv from the engine control slip target value Te.
After calculating Se and the rate of change DSe of the deviation ΔSe, these values are compared with a basic engine control level table shown in Table 2 below, and the corresponding value is set as the basic engine control level L. read out.

[0036]

[Table 2] Then, the control unit 30 substitutes the basic engine control level L read from the table of Table 2 into the following relational expression, and finally uses the calculation result to set the engine control level L in the range of “0 to 11”. Set the EL.

EL (k) = EL (k−1) + L × G In this relational expression, EL (k−1) represents a previous value, G represents a control gain for engine control, and this control gain G
Is normally used as the value of.

The control unit 30 applies the engine control level EL obtained in this way to an engine control table shown in Table 3 below to perform fuel cut or ignition according to a pattern corresponding to the value of the engine control level EL. Retard the time.

[0039]

[Table 3] Here, the crosses in Table 3 indicate fuel cuts. That is, as the value of the engine control level EL increases, the number of cylinders for which fuel is cut increases, and accordingly, the engine output decreases. Further, even if the number of fuel cut cylinders is the same, if the ignition timing is retarded, the engine output will be further reduced.

On the other hand, the TCS control by the supercharging pressure control is generally performed as follows.

That is, the control unit 30
For example, when the intake air pressure P indicated by the intake air pressure signal from the pressure sensor 37 is higher than the atmospheric pressure, it is determined that the region is a supercharging region,
In this supercharging region, based on the intake air pressure P taken from the pressure sensor 37, the target supercharging pressure Po read from the map shown in FIG. 3 is realized from the engine speed Ne and the throttle opening θ. The opening degree of the air bypass valve 20 is feedback-controlled.

In parallel with the basic control described above, the control unit 30 reads a supercharging pressure control slip target reference value from a map in which the vehicle speed Vr and the road surface friction coefficient μ are set as parameters. And the necessary correction is finally performed to set the supercharging pressure control slip target value Tb. Next, the control unit 30 determines the deviation ΔSb of the average slip amount SAv from the supercharging pressure control slip target value Tb, and the rate of change DS of the deviation ΔSb.
b, and then apply these values to the table shown in Table 4 below.
After setting the control label as a representative of the open / close speed of 0, the control label is compared with a standard table of the boost pressure control gain shown in Table 5 to obtain the actual open / close speed of the air bypass valve 20 (unit: % / Sec).

[0043]

[Table 4]

[0044]

[Table 5] Here, the symbol ZO in Tables 4 and 5 above indicates that the valve opening is maintained, N indicates closing movement, and P indicates opening movement. And
The subscripts S, M, and B of N and P indicate the magnitude of the control amount, where S indicates small, M indicates medium, and B indicates large. Therefore, if PB is selected as the control label, the air bypass valve 20 is driven in the opening direction at the maximum speed (10% per second). The fully opened state of the air bypass valve 20 is 100%.

The above is an outline of the TCS control by the supercharging pressure control. In the present invention, the TCS control is specifically performed as follows.

That is, when the intake air pressure P indicated by the intake air pressure signal of the pressure sensor 37 is higher than the atmospheric pressure and the control unit 30 determines that the region is in the supercharging region, the control label obtained in Table 4 is replaced with the control label in Table 5 above. Is not applied to the standard table of the boost pressure control gain shown in Table 6, but is compared with the table of increase of the boost pressure control gain shown in Table 6 below.

[0047]

[Table 6] In Table 6, except for the control gain set in the standard table of the supercharging pressure control gain shown in Table 5 except for 0,
Since the absolute value of the numerical value is large, even if the control labels obtained in Table 4 are the same, the opening / closing speed of the air bypass valve 20 is larger when applied to Table 6 than when applied to Table 5 above. Become. For example, PM as a control label
Is selected, the air bypass valve 20 is driven at 5% per second in the opening direction when applied to Table 5, whereas it is driven at 7% per second when applied to Table 6. Therefore, when the table for increasing the boost pressure control gain in Table 6 is selected, the opening degree of the air bypass valve 20 is large, so that the boost pressure is reduced promptly. As a result, the convergence of the slip amount of the drive wheels is realized early.

The table for increasing the boost pressure control gain in Table 6 is selected because the intake air pressure P indicated by the intake air pressure signal of the pressure sensor 37 is higher than the atmospheric pressure as described above.
Since the control unit 30 determines that the engine is in the supercharging region, the supercharging pressure control in the supercharging region is performed more quickly than in the non-supercharging region, and more rapid when the output torque of the engine is large. The amount of slip of the drive wheels can be reduced.

Further, according to the present invention, there is provided an engine control means for controlling the state of the engine such that the slip amount of the drive wheels converges to a predetermined target value, and the supercharging pressure detected by the supercharging pressure detecting means is low. In some cases, traction control means for controlling the engine control means is provided, so that the supercharging pressure control and the engine control are used in combination.

That is, when the intake air pressure P indicated by the intake air pressure signal of the pressure sensor 37 is lower than the atmospheric pressure and the control unit 30 does not determine the supercharging region, it determines that the supercharging region is not in the supercharging region. As for, the control label obtained by the table in Table 4 is applied to the standard table of the supercharging pressure control gain shown in Table 5, and the TCS control by the supercharging pressure control at the normal level is performed. The TCS control by the engine control is also executed. That is, when the control unit 30 determines that the engine is in the non-supercharging region, the engine control slip target reference value is read, and finally the engine control slip target value Te is set. Then, a deviation ΔSe of the average slip amount SAv with respect to the target value Te and a change rate DSe thereof are calculated,
These are shown in Table 2 of the basic engine control levels shown in Table 2 above.
Then, a basic engine control level L is read out, and the level L is substituted into the above relational expression to set an engine control level EL. The control level EL thus obtained is applied to the engine control table shown in Table 3 above, and the fuel cut or the ignition timing is retarded according to the corresponding pattern. By doing so, when the actual supercharging pressure is lower than the atmospheric pressure, for example, the TCS control by the supercharging pressure control is performed at a normal level, and the control of the engine state is simultaneously used.
Since the engine control is executed only when the so-called responsiveness of the TCS control is improved and the supercharging pressure is low, it is possible to maintain the engine state in a good condition and perform the TCS control with little influence on the exhaust system. .

Next, the TCS control by the control unit 30 in the present invention will be described with reference to FIG.

For example, as shown in FIG. 4, when the maximum slip amount SHi of the driving wheels exceeds the control start threshold value Ss for the first time in the supercharging region, the control unit 30 sets the slip flag Fs to 1, and then sets the engine state. The TCS control using both the control of the pressure control and the control of the supercharging pressure is started. At this time, the traction flag Ft is set to “1” indicating that the TCS control is being performed, and the operation lamp 27 is turned on. Here, immediately after the start of the TCS control, the slip target value Te for engine control and the slip target value Tb for boost pressure control are set to substantially the same value. As a result, the control of the engine state and the control of the supercharging pressure are performed simultaneously, and the excessive slip state due to the first spin is quickly converged.

At a predetermined timing when the driving wheel speed has passed the maximum value and has started to change in the convergence direction, the gradual increase of the engine control slip target value Te is started, and the target value Te reaches the predetermined value. It is increased step by step. Therefore, the engine control level EL converges to 0 in a short time, and the control of the engine state is reduced. When the engine control level becomes 0,
Substantially, only the control of the supercharging pressure is executed.
Thereby, abnormal temperature rise of the catalytic converter 25 is prevented.

Further, the engine control slip target value T
Since e is gradually increased to a predetermined value, even if a large slip occurs again after the initial spin is stopped due to the road surface condition or driving condition, the slip amount exceeds the engine control slip target value Te. Then, the engine control is further executed in addition to the supercharging pressure control, and the slip can be rapidly reduced.

On the other hand, when shifting from the supercharging region to the non-supercharging region, the engine control slip target value Te is reduced at a stroke to the vicinity of the supercharging pressure control slip target value Tb. When the slip amount of the drive wheel is reduced by the control of the engine state and the value of the engine control level EL becomes “0”, the engine output increases in accordance with the throttle opening θ. In this case, the operation may shift to the supercharging region.

After the transition from the non-supercharging region to the supercharging region, the gradual increase of the engine control slip target value Te is started, and the target value Te is increased stepwise until it reaches a predetermined value. To go. Also in this case, the engine control level EL converges to "0" in a short time, and only the supercharging pressure control is executed.

In addition to the control of the engine state described above, in the present invention, the supercharging pressure control is performed as follows. That is, when the maximum slip amount SHi of the drive wheels exceeds the control start threshold value Ss and the control unit 30 determines that a slip has occurred, the control gain G for the supercharging pressure control is determined.
Is set to the initial set value Go, and then the control of the supercharging pressure is started.

The control unit 30 compares the average slip amount SAv of the drive wheels calculated from the wheel speed sensors 31, 32, 33 and 34 with the supercharge pressure control slip target value Tb, and Quantity SAv
Is larger than the slip target value Tb, the control gain G initially set is changed from the initial set value Go to (Go + 1). That is, by increasing the control gain for the boost pressure control by one, the reduction of the slip amount by the control of the boost pressure is promptly executed.

Thereafter, the average slip amount SAv is compared again with the supercharging pressure control slip target value Tb, and when it is determined that the slip amount SAv is still larger than the slip target value Tb, the control gain up to that time is determined. G is further increased by 1 to reduce the slip amount of the drive wheels.

By repeatedly increasing the control gain, when it is determined that the average slip amount SAv of the drive wheels has fallen below the slip target value Tb, the increase of the control gain is stopped.

As described above, when the control of the engine state and the control of the supercharging pressure are repeatedly executed, and the maximum slip amount SHi of the driving wheel falls below the control end threshold Se, the slip flag Fs is set. In addition to being cleared to 0, the traction flag Ft is cleared to 0 when, for example, a predetermined standby time t has elapsed, and the TCS control ends.

The control operation of the supercharging pressure control during that time will be described with reference to a flowchart shown in FIG.

That is, the control unit 30 determines in step S1 whether or not the drive wheels have slipped. If slip has occurred, the control unit 30 proceeds to step S2 and sets the control gain G to Go, which is the initial set value. Then, the supercharging pressure control is started in step S3, and the slip amount converges to a predetermined target value.

Thereafter, in step S4, the slip amount SAv of the drive wheel is set to the supercharging pressure control slip target value Tb.
It is determined whether or not the value is smaller than the initial setting value Go in the next step S5.
Is obtained by adding 1 to the supercharging pressure control gain G.

Thereafter, the determination in step S4 and the increase in the control gain G in step S5 are repeated again until the slip amount SAv of the drive wheels finally becomes smaller than the supercharge pressure control slip target value Tb. It will be.

Further, in the present invention, the above-described supercharged pressure control slip target value Tb is compared with the average slip amount SAv. If the slip amount SAv is larger than the slip target value Tb, the above-mentioned Table 4 is used. The obtained control label is used for increasing the boost pressure control gain as shown in Table 6 above.
When the slip amount SAv is smaller than the slip target value Tb, the control label obtained in Table 4 is applied to a standard table of the supercharging pressure control gain, for example, as shown in Table 5 above. When the actual slip amount SAv calculated from the vehicle speed Vr and the drive wheel speed exceeds the target value Tb, the control label is applied to the increasing table shown in Table 6, so that a large control gain is obtained. As a result, the slip amount is quickly reduced, and the slip amount SAv is reduced to the target value T.
When the value is less than b, the control label is applied to the standard table shown in Table 5 to read out the normal control gain, and the convergence of the slip amount to the target value is performed gently. And the reliability of the TCS control can be improved as a result.

The control operation of the TCS control during that time will be described with reference to the flowchart shown in FIG.

That is, the control unit 30 determines whether or not the TCS control is being performed in step S1. If the control unit 30 is performing the control, it is determined in step S2 whether or not it is in the supercharging region. If it is in the supercharging region, use of the control gain increasing table is selected in step S3, and if it is not in the supercharging region, step S3 is executed.
In step 4, an ordinary table is selected. by this,
As the actual supercharging pressure is higher, the control gain for the supercharging pressure control is increased, and the early slip can be eliminated when the engine output torque is large.

Next, in step S5, it is determined whether or not the average slip amount SAv is larger than the supercharging pressure control slip target value Tb. If it is larger, the process proceeds to step S6 to select a control gain increase table. On the other hand, if it is smaller, the control gain normal table is selected in step S7. By doing so, when the slip amount is larger than the predetermined target value Tb, the control gain for the supercharging pressure control is increased, so that the opening / closing speed of the air bypass valve 20 is increased and the supercharging pressure control is quickly performed. Will be Conversely, when the slip amount is smaller than the predetermined target value Tb, the control gain for the supercharging pressure control is reduced to the normal standard value.
As a result, the opening / closing speed of the air bypass valve 20 is reduced and the supercharging pressure is moderately controlled. As a result, the slip amount is reliably converged to the target value.

In the above example, the control gain for the boost pressure control selected in steps S4 and S7 is used.
Table 5 described above is used. When the non-supercharging region or the slip amount is smaller than a predetermined target value, the table 5 is used as shown in the following Table 7 for the purpose of reducing the control gain.
It is also possible to use a control gain reduction table in which the control gain is set smaller than the standard table.

[0071]

[Table 7] By doing so, for example, when the average slip amount SAv is smaller than the supercharging pressure control slip target value Tb in step S5 in FIG. 6, the control gain for the supercharging pressure control is reduced in step S7 to the control gain reduction parameter shown in Table 7. As a result, the opening / closing speed of the air bypass valve 20 is further reduced, so that it is possible to control the supercharging pressure gently and to reliably converge the slip amount to the target value.

Further, the control gain tables shown in Tables 5, 6, and 7 are stored in Steps S3, S4, S6, and S6 shown in FIG.
By appropriately selecting the control state, the control state at the time of executing the TCS control can be variously selected, and desired control smoothness can be achieved.

[0073]

As described above, according to the first invention, when the traction control is performed by the supercharging pressure control in the vehicle equipped with the supercharged engine, the supercharging pressure detecting means detects the traction control. If the actual boost pressure is higher than the specified pressure
Control gain for the boost pressure control means at the time of
The supercharging pressure detected by the supercharging pressure detecting means is higher than the predetermined pressure.
Control for the boost pressure control means when the pressure is low
As the gain is set to a large value compared to the gain, it is possible to improve the responsiveness of the traction control by the supercharging pressure control in a situation where the output of the engine is large in the supercharging region and the driving wheels easily slip. While maintaining the engine in good condition, it is possible to eliminate the slippage of the drive wheels at an early stage, and to improve the reliability of this type of traction control control device.

According to the second invention, when the actual supercharging pressure is lower than the predetermined pressure , at least one of the ignition timing and the fuel injection amount is added to the supercharging pressure control shown in the first invention.
Since the engine control for controlling either of them is used together, the responsiveness is further improved compared to the case of traction control using only the supercharging pressure control, and the engine output is controlled when the supercharging pressure is low because the engine output is low. Not big,
Even if the engine is controlled, problems such as thermal deterioration of the catalyst converter and the exhaust system due to retardation of ignition timing and restriction of fuel injection are reduced, and their durability can be maintained, and maintenance costs can be reduced. Leads to a reduction in

According to the third invention, for example, when the slip amount of the drive wheel exceeds a predetermined control start threshold value during acceleration, the traction control is started so as to converge the slip amount to a predetermined target value. First, both the supercharging pressure control and the control of the engine state are performed, and the two controls are used together to quickly reduce the slip amount, and thereafter, the slip amount tends to converge as time elapses. When the control is started, the control gain for the boost pressure control is increased, while the control of the engine state is gradually reduced or set to 0. Therefore, after the convergence of the slip amount to some extent, the boost pressure control is performed exclusively. Since the traction control is performed by using the traction control, adverse effects on the exhaust system and the catalyst converter can be avoided.

Further, according to the fourth aspect, the slip amount of the drive wheel is compared with a predetermined target value, and when the slip amount of the drive wheel exceeds the predetermined target value, the control gain for the boost pressure control means is determined. Is increased, and conversely, when the target value is less than the predetermined target value, the control gain is reduced to reduce the slip amount of the drive wheels and converge to the target value in a short period of time when converging to the target value. At the same time, when the slip amount falls below the target value, the slip amount is gradually increased so that the target value can be surely converged. As a result, the reliability of the traction control control device is improved and the smoothness of the control is improved. It can contribute to the realization.

[Brief description of the drawings]

FIG. 1 is a layout diagram of a vehicle.

FIG. 2 is a control system diagram of the engine according to the embodiment.

FIG. 3 is an explanatory diagram of a map of a target supercharging pressure.

FIG. 4 is a time chart illustrating a control mode of TCS control in the embodiment of the present invention.

FIG. 5 is a flowchart showing a control operation of a supercharging pressure control in the embodiment of the present invention.

FIG. 6 is a flowchart showing a control operation of a supercharging pressure control in the embodiment of the present invention.

[Explanation of symbols]

 Reference Signs List 5 engine 10 intake system 17 supercharger 27 operating lamp 30 control unit 31-34 wheel speed sensor 35 throttle opening sensor 36 idle switch 37 pressure sensor 39 engine speed sensor

────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI F02D 43/00 301 F02D 43/00 301B 301H 301R 45/00 345 45/00 345G (56) References JP-A-6-299881 ( JP, A) JP-A-6-108890 (JP, A) JP-A-6-81688 (JP, A) JP-A-63-90619 (JP, A) JP-A-2-61339 (JP, A) JP JP-A-5-180027 (JP, A) JP-A-6-81687 (JP, A) JP-A-2-80728 (JP, U) (58) Fields investigated (Int. Cl. ⁷ , DB name) F02D 29 / 02 311 F02B 33/00 F02D 23/00 F02D 43/00 301

Claims (4)

(57) [Claims] A turbocharger is installed in an intake system of an engine, a wheel speed detecting means for detecting a rotational speed of a wheel, and a slip amount of a drive wheel based on the wheel speed detected by the detecting means. Calculating the slip amount or the wheel acceleration calculated by the calculating means when the slip amount or the wheel acceleration exceeds a predetermined control start threshold value, so that the slip amount converges to a predetermined target value. A supercharging pressure control means for controlling a supercharging pressure generated by a supercharger, wherein the supercharging pressure detection means detects a supercharging pressure generated by the supercharger. Means and the supercharging pressure detected by the supercharging pressure detecting means are higher than a predetermined pressure.
Control for the boost pressure control means when the pressure is high
When the boost pressure detected by the boost pressure detecting means increases,
The boost pressure control means when the pressure is lower than the predetermined pressure.
And supercharging pressure control gain setting means for setting the control gain to a value larger than the control gain .
That the traction of the vehicle control - le controller. 2. A supercharger is installed in an intake system of an engine, a wheel speed detecting means for detecting a rotation speed of a wheel, and a slip amount of a drive wheel based on the wheel speed detected by the detecting means. Calculating the slip amount or the wheel acceleration calculated by the calculating means when the slip amount or the wheel acceleration exceeds a predetermined control start threshold value, so that the slip amount converges to a predetermined target value. A supercharging pressure control means for controlling a supercharging pressure generated by the supercharger; and an ignition time control for causing the slip amount to converge to a predetermined target value.
A traction control control device for a vehicle, comprising: an engine control means for controlling at least one of a fuel injection period and a fuel injection amount, wherein a supercharging pressure detecting a supercharging pressure generated by the supercharger is provided. Detecting means for detecting when the supercharging pressure detected by the supercharging pressure detecting means is higher than a predetermined pressure;
The control gain for the boost pressure control means
When the supercharging pressure detected by the discharging means is lower than the predetermined pressure
Control gain for the boost pressure control means
A boost pressure control gain setting means for setting a large value ;
The supercharging pressure detected by the supercharging pressure detecting means is higher than the predetermined pressure.
The engine control means only when
Characterized in that the traction control means is provided that
Traction control apparatus for a vehicle according to. 3. A supercharger is installed in an intake system of an engine, a wheel speed detecting means for detecting a rotational speed of a wheel, and a slip amount of a driving wheel based on the wheel speed detected by the detecting means. Calculating the slip amount or the wheel acceleration calculated by the calculating means when the slip amount or the wheel acceleration exceeds a predetermined control start threshold value, so that the slip amount converges to a predetermined target value. A supercharging pressure control means for controlling a supercharging pressure generated by the supercharger; and an ignition time control for causing the slip amount to converge to a predetermined target value.
A traction control control device for a vehicle, comprising: an engine control means for controlling at least one of a fuel injection amount and a fuel injection amount, wherein the control of the slip amount is started.
Sometimes, the supercharging pressure is controlled by the supercharging pressure control means, and
Engine control by the engine control means at the same time.
With rows, especially that hand stage you reduce the control of the engine state by the upper SL engine control means in accordance with the lapse of time from the start of control of the slip amount is provided
Traction control device for vehicle. 4. A control gay for a boost pressure control means when a slip amount of a drive wheel exceeds a predetermined target value.
When the slip amount of the drive wheels falls below the predetermined target value.
Control gain for the boost pressure control means when
4. The traction control control device for a vehicle according to claim 1, further comprising means for setting the value to a value larger than the value .