JPH01269628A - Acceleration slip preventing device for vehicle - Google Patents

Abstract

PURPOSE:To properly prevent slip by obtaining an aimed torque by subtracting the integration type correction torque and proportional correction torque from the max. torque when the slip is generated and by obtaining the driving wheel speed by the addition of the drive wheel speed average value and the less value among the right and left drive wheel speed. CONSTITUTION:A traction controller 15 starts brake application for driving wheels when the slip quantity DV which is calculated in correspondence with the difference between the driving wheel speed VF and the driven wheel speed VB is larger than a prescribed value. Further, the correction torque TP which is obtained by multiplying a coefficient Kp by DV and the correction torque TS which is obtained by the integration calculation of DV are obtained, and a standard torque TG is obtained from the acceleration speed of the driven wheel speed VB, and an aimed torque Tphi is obtained from the equation Tphi$= TG-TP-TS, and a throttle valve is controlled. In this case, the average speed between the right and left drive wheel speed is obtained, and this value is multiplied by k (0<=k<=1), and the less value among the both of the drive wheel speed is multiplied by (1-k), and the both values are addition-calculated to obtain the drive wheel speed VF.

Description

[Detailed description of the invention] [Purpose of the invention] (Industrial application field) The present invention relates to an acceleration slip prevention device for a vehicle.

(Prior Art) Conventionally, a traction control device for preventing drive wheel slip during acceleration is known, as disclosed in Japanese Patent Laid-Open No. 61-85248.

(Problem to be Solved by the Invention) In such conventional traction control devices, when slip of the drive wheels is detected, control is performed to reduce the slip of the drive wheels (traction control). There is a problem in that if traction control is stopped immediately after the slip is reduced, slip will immediately occur in the drive wheels.

The present invention has been made in view of the above points, and its purpose is to apply a brake to the driving wheels when slipping of the driving wheels is detected, and to control the throttle opening so that the torque corresponds to the road surface condition or the slipping condition. An object of the present invention is to provide an acceleration slip prevention device for a vehicle that prevents slip of drive wheels during acceleration.

[Structure of the invention] (Means and effects for solving the problem) Drive wheel speed vp
a driving wheel speed detecting means for detecting the driven wheel speed VB, a driven wheel speed detecting means for detecting the driven wheel speed VB, a braking means for braking the driving wheels, and a slider according to the difference between the driving wheel speed VF and the driven wheel speed VB. - A first means for calculating the knob fiDV and starting braking of the drive wheel by the braking means when at least the slip amount DV is larger than a predetermined value; The correction torque TS is obtained by integrating the correction torque TP and the slip amount DV, and the reference torque T is obtained from the acceleration of the driven wheel speed VB.
G at predetermined time intervals, and the target torque TΦ-TG
-TP-TS is a vehicle equipped with a driving force control means comprising a second means for controlling the throttle opening so that the target torque TΦ is reached at least when the slip amount DV is larger than a set value. In the acceleration slip prevention device, a first drive wheel speed detection means detects the speed of one drive wheel, a second drive wheel speed detection means detects the speed of the other drive wheel, and the speed of the one drive wheel and the above A driving wheel speed averaging means for calculating an average driving wheel speed by averaging the speed of the other driving wheel, and selecting a driving wheel speed that is smaller between the one driving wheel speed and the other driving wheel speed. a selection means, the average speed of the driving wheels is doubled (0≦to≦1
) and the smaller drive wheel speed (to 1-) and then add it to obtain the drive wheel speed VF, and k is set from "0" to "1" according to a plurality of driving conditions. A vehicle comprising: a plurality of maps that change according to the driving state; and driving state response means that calculates the value of k according to the driving state from the maps, selects the largest value of k, and sets it as k of the driving wheel speed calculation means. This is an acceleration slip prevention device.

According to this device, it is possible to prevent the drive wheels from slipping in accordance with the driving condition of the vehicle.

(Embodiment) An acceleration slip prevention device for a vehicle according to an embodiment of the present invention will be described below with reference to the drawings.

FIG. 1 is a configuration diagram showing an acceleration slip prevention device for a vehicle. The figure shows a front wheel drive vehicle, where WPR is the front right wheel, WPL is the front left wheel, and WI? I? indicates the rear right wheel, and WRL indicates the rear left wheel. Also,
11 is the wheel speed VFR of the front right wheel (drive wheel) WFR
12 is a wheel speed sensor that detects the wheel speed VPL of the front left wheel (driving wheel) WPL, and 13 is the wheel speed VR of the rear right wheel (driven wheel) WRR.
A wheel speed sensor 14 detects the wheel speed VRL of the rear left wheel (driven wheel) WRL. Wheel speeds VFR, VFL, VRI detected by the wheel speed sensors 11 to 14? , VRL are input to the traction controller 14. This traction controller 15 performs control to prevent the drive wheels from slipping during acceleration, and the engine 16 is
As shown in Figure 6, it has a main throttle valve THm and a sub-throttle valve THs.During normal operation, the output is adjusted by operating the main throttle valve THm with the accelerator pedal, and during slip prevention control, the output is adjusted by operating the main throttle valve THm with the accelerator pedal. The engine output is controlled by controlling the sub-throttle valve T Hs throttle opening θS. Further, 17 is a wheel cylinder that brakes the front right wheel WFR, and 18 is a wheel cylinder that brakes the front left wheel WPL.

Pressure oil is supplied from the hydraulic source 19 to the wheel cylinder 17 through an inlet valve 17i, and pressure oil is discharged from the wheel cylinder 17 to the reservoir 20 through an outlet valve 17. Further, pressure oil is supplied from the hydraulic source 19 to the wheel cylinder 18 through an inlet valve 18i, and pressure oil is discharged from the wheel cylinder 18 to the reservoir 20 through an outlet valve 18o. Opening and closing control of the inlet valves 17i and 1811 and the outlet valves 17o and 18o is performed by the traction controller 15.

Next, referring to FIG. 2, the traction controller 15
The detailed configuration will be explained below. Vehicle speed sensor 11 and 1
Wheel speeds VFR and VF of the driving wheels detected in 2
L is averaged in the averaging section 21 to obtain the average wheel speed (V
FR+vPL)/2 is calculated. At the same time, the wheel speeds VFR and VPL of the drive wheels detected by the wheel speed sensors 11 and 12 are determined by the low vehicle speed selection section (SL).
22, the smaller wheel speed of wheel speed VFR and wheel speed VPL is selected and output. Furthermore, the average wheel speed output from the averaging section 21 is multiplied by a variable in a weighting section 23, and the low vehicle height selection section 2
The wheel speed output from 2 is weighted in section 24 (
1-K) After being multiplied, each signal is sent to the adding section 25 and added. The above variables include a variable K that changes depending on the centripetal acceleration G that occurs during turning, as shown in Figures 3 to 5.
The largest one is selected from among G, a variable KT that changes according to the time t after the start of the slip control by the brake, and a variable KV that changes according to the vehicle body speed (driven wheel speed) VB.

Then, the wheel speed output from the adding section 25 is sent to the differentiating section 26 as the driving wheel speed vF, where the temporal speed change of the driving wheel speed vp, that is, the driving wheel acceleration GW is calculated. It is used when calculating the wheel slip amount DV.

Further, the wheel speed VFR of the right driving wheel detected by the wheel speed sensor 11 is sent to a subtraction section 27, where it is subtracted from a reference driving wheel speed VΦ, which will be described later. Drive wheel speed V
PL is sent to the subtraction unit 28 and is calculated as a reference driving wheel speed V, which will be described later.
Subtraction with Φ is performed. Then, the output of the subtraction unit 27 is multiplied by a (Q<a<1) in the multiplication unit 29, and the output of the subtraction unit 28 is multiplied by (1-a) in the multiplication unit 30, and then added in the addition unit 31. This is taken as the slip amount DVPR of the right drive wheel. Similarly, the subtraction section 28
The output of is multiplied by a in the multiplication section 32, and then
After the output of is multiplied by (1-a) in the multiplier 33,
The addition unit 34 adds up the slip amount DVPL of the left drive wheel.

The slip amount DVFR of the right drive wheel is differentiated in a differentiator 35 to calculate its temporal change, that is, the slip acceleration GPR, and the slip amount DVFL of the right drive wheel is differentiated in a differentiator 36. The amount of change over time, that is, the slip acceleration GPL is calculated. Then, the slip acceleration GPR is sent to the brake fluid pressure change amount (ΔP) calculating section 37, and the G FR (G PL) - ΔP conversion map shown in FIG. The amount of change ΔP in brake fluid pressure is determined. Similarly, the slip acceleration GPL is sent to the brake fluid pressure change amount (ΔP) calculating section 38, and the G PR (G PL) - ΔP conversion map shown in FIG. 6 is referred to to suppress the slip acceleration GPL. The amount of change ΔP in brake fluid pressure to
/ai and the larger one will be adopted. ). This amount of change Δ
P indicates the amount of change in the amount of liquid flowing in through the inlet valve 17i (18i). That is, when the slip acceleration G PR (G FL) increases, ΔP increases, so the drive wheels WFR and WPL are braked and the drive torque is lowered.

Furthermore, the slip acceleration GFI? output from the ΔP calculating section 37? The amount of change Δ in brake fluid pressure to suppress
P is sent via the switch 39 to a ΔP-T converter 40 that calculates the opening time T of the inlet valve 17i. The switch 39 is used to start/brake the drive wheels.
It is closed/opened when the termination condition is met. For example, it is closed when the following three conditions are satisfied. (1)
Idol SW is off. (2) Main throttle opening θm
is in the shaded area in FIG. (3) Slip amount D VP
R(DVFL) > 2 and G switch is on or Haslip amount DVpl? (DVFL) >5゜In addition, the above G
The switch is 0N1 depending on the size of G PR (G FL).
A switch that turns 0FF, and GPR (GPL) > 1
It turns ON at g, and turns OFF at GPR (GPL) < 0.5 g (g is gravitational acceleration). Further, the switch 39 is opened, for example, when any of the following three conditions is satisfied. (1) Idle SW is on.

(2) Accelerator switch is on. (3) ABS operation.

Hereinafter, the opening time T calculated in the ΔP-T converter 40
is added to the invalid fluid amount correction value ΔTR under control in the adding section 41, and the result is set as the brake operation time FR for the right drive wheel. Similarly, the amount of change ΔP in the brake fluid pressure for suppressing the slip acceleration GPL output from the ΔP calculation unit 38 is determined by the change amount ΔP of the brake fluid pressure outputted from the inlet valve 18 via the switch 42.
It is sent to the ΔP-T converter 43 which calculates the opening time T of i. Opening time T calculated in this ΔP-T converter 43
is added to the ineffective liquid amount correction value ΔTL under control in the adding section 44, and is set as the brake operation time FL for the left drive wheel. In other words, ΔTR(L)−−ΣΔTi+(1/10) ΣΔT.

(Here, ΔTi is the inlet time and ΔTo is the outlet time.) This corrects the delay between when the fluid volume is increased and when the brake starts to apply. However, ΔT
I? (L) is clipped at 40m5 because the delay can be corrected with a maximum of 40m5.

Further, the wheel speeds VRR and VRL of the driven wheels detected by the wheel speed sensors 13 and 14 are determined by the high vehicle speed selection section (S
H) 45, wheel speed VRR and wheel speed VI
? The larger wheel speed among L is selected and output as the vehicle body speed VB.

At the same time, the wheel speed VI? of the driven wheels detected by the vehicle speed sensors 13 and 14? I? and VRL are sent to the centripetal acceleration G calculating section 46, where GY is calculated as the centripetal acceleration G for determining the presence or absence of turning and its degree.

Further, the vehicle body speed VB selected and outputted by the high wheel speed selection section 45 is subjected to a vehicle body acceleration calculation section 471; the acceleration of the vehicle body speed VB, that is, vehicle body acceleration 1 (GI3) is calculated. This calculation of the vehicle acceleration tB is performed by dividing the difference between the vehicle body speed VBn inputted to the vehicle body acceleration calculation section 47 this time and the vehicle body speed VBFL-1 inputted to the vehicle body acceleration calculation section 47 last time by the sampling time T. It is determined by

In other words, VB = GBn-(VB n -VB n-t) /T
- (1).

In other words, by calculating the vehicle body acceleration VB (GB) in the vehicle body acceleration calculation unit 47, the drive torque that can be transmitted to the road surface is estimated from the rotational acceleration VB of the driven wheel that occurs during acceleration slip of the drive wheel. There is. In other words, the force F that can be transmitted by the driving wheels to the road surface is F-μWP -MB VB (WF is the driving force sharing load, MB is the vehicle mass)... (2
). As is clear from the second equation above, the driving force sharing load W
When F and vehicle mass MB are constant values, road surface friction coefficient μ and vehicle body acceleration vB are in a proportional relationship. Also, the 9th
As shown in the figure, when the driving wheel slips and becomes larger than "2", the maximum value of μ is exceeded, and μ approaches the point "1". If the slip subsides, the signal passes from "1" to the peak of "2" and enters the region of "2" to "3".

Vehicle acceleration at this “2”! If B can be measured, the maximum torque that can be transmitted to a road surface having that friction coefficient μ can be estimated. This maximum torque is set as the reference torque TG.

Then, the vehicle body acceleration MB (GB) obtained in the vehicle body acceleration calculating section 47 is passed through a filter 48 and is made into a vehicle body acceleration GBP. In other words, in order to quickly transition to the state of position "2" when it is in the state of position "1" in FIG. 9, GBPn-1 obtained last time and GBn detected this time are averaged with the same weighting, In order to improve the acceleration performance, the response is slowed down between the "2" position and the "3" position in Figure 9 to maintain the acceleration corresponding to the "2" position as much as possible. , giving weight to G B P n-1 calculated last time, G B
Pn = (27GBPn-t+5GBn)/32. Then, the vehicle body acceleration GBF is sent to the reference torque calculation section 49, and the reference torque TG - GBFxWx
Re is calculated. Here, W is the vehicle weight and Re is the tire radius. Then, the reference torque TG calculated by the reference torque calculating section 49 is sent to the torque lower limit value limiting section 50, and the lower limit value Ta of the reference torque TG is, for example, 45 kg-
It is assumed that m.

Further, the vehicle body speed V selected by the high wheel speed selection section 45
B is multiplied by, for example, 1.03 in the constant multiplier 51, and then added to the variable stored in the variable storage 53 by 1 in the adder 52 to obtain the reference driving wheel speed VΦ. Here, as shown in FIG. 10, Kl changes depending on the magnitude of vehicle body acceleration GBF. As shown in Figure 10, when the vehicle body acceleration GBP (VB) is large, it is determined that the vehicle is traveling on a rough road such as a gravel road. Since there is a peak in μ, Kl is increased to increase the reference driving wheel speed VΦ, which is a reference for slip determination, and the slip determination is made less strict and the slip ratio is increased, thereby improving acceleration performance. Then, the driving wheel speed vF obtained in the adding section 52 and the reference driving wheel speed VΦ, which is the output of the adding section 52, are subtracted in a subtracting section 54, and the slip amount D
V-VP-VΦ is calculated.

Next, the slip amount DV is sent to the TSn calculating section 55 at a sampling time T of, for example, 15a+s, and the slip fiDV is integrated while being multiplied by a coefficient by 1 to obtain the correction torque TSn. In other words, TSn −Kl
- The correction torque obtained by correcting the slip amount DV, that is, the integral type correction torque TSn is obtained as ΣDV1. In addition, 1 in the above coefficient is the slip amount DV as shown in FIG.
It changes depending on.

Further, the slip amount DV is sent to the TPn calculating section 56 at each sampling time T, and a corrected torque TPn corrected by the slip amount DV is calculated. In other words, T
The correction torque corrected by the slip fiDV, that is, the proportional correction torque TPn is obtained as Pn -DVXKp (Kp is a coefficient). This coefficient Kp changes depending on the slip fiDV as shown in FIG.

Then, the reference torque TΦ is subtracted from the integral correction torque TSn calculated by the TSn calculating section 55 in a subtracting section 57.

As a result of the subtraction, the lower limit torque value of TG-TSn is set to Tb, for example, 45 Kg-5 in the torque lower limit value section 58. Furthermore, in the subtraction unit 59, TG-TSn-TP
n is calculated and set as the target torque TΦ. This target torque TΦ is calculated as "TΦ" in the engine torque calculation section 60.
X(1/ρ species·ρD−t)J is calculated, and target torque TΦ′ as the engine torque is calculated. here,
ρM represents a gear ratio, ρD represents a reduction ratio, and t represents a torque ratio. Then, the target torque TΦ′ as the engine torque calculated by the engine torque calculation unit 60 is determined by the minimum torque limiting unit 61, when the minimum torque is rOkg−w.
It is considered to be J. In other words, the target torque TΦ' is 0Kg-
Only those of m or more are output to the correction section 63 via the switch 62.

The switch 62 is opened or closed when a certain condition is satisfied, and the process of controlling the throttle opening to control the output torque of the engine to the target torque is started or ended. The switch 62 is closed when, for example, the following three conditions are satisfied. (
1) Idle SW is off. (2) When the main throttle opening eII is in the shaded area in FIG. (3) DVPR
(PL)>2. GW>0.2g, ΔDV>
0.2g (where g is gravitational acceleration). Further, the switch 62 is opened when, for example, any of the following four conditions is satisfied. That is, (1) the state in which the main throttle opening degree e 11 < 0.5338 s continues for 0.5 seconds. (2) Accelerator SW ON is 0.
Lasts 5 seconds. (3) Idle SW ON continues for 0.5 seconds.

(4) ABS operation. Further, in the correction section 63, the target torque TΦ' is corrected according to the water temperature, atmospheric pressure, and intake air temperature.

Then, the target torque TΦ' is sent to a TΦ'-〇s' converting section 64, and an equivalent throttle opening θS' is obtained when two throttles are considered as one target torque TΦ'. Incidentally, the relationship TΦ/9s/ is shown in FIG. The equivalent throttle opening es' obtained in the TΦ/es' converting section 64 is sent to the θs' -es converting section 65, where it is converted into a sub The throttle opening degree es is determined. This sub-throttle opening degree θS is then output to the limiter 66. This limiter 66 provides a lower limit value to the subthrottle opening es because if the subthrottle opening θS is too small when the engine speed Ne is low, engine stall will occur. The relationship between this lower limit value and engine speed NB is the 14th
It is shown in the figure. As shown in FIG. 14, the lower limit increases in inverse proportion to the engine speed Ne. Then, the sub-throttle valve is controlled so that the sub-throttle opening degree θS is achieved, and the engine output is set to the target torque.

Next, the operation of the acceleration slip prevention device for a vehicle according to an embodiment of the present invention configured as described above will be explained. First, the wheel speed VPI of the driving wheels output from the wheel speed sensors 11 and 12? , VFL is averaged in the averaging section 21 to obtain the average wheel speed (VFR+VPL)/2
is calculated. At the same time, the wheel speed VF of the drive wheel
R and VPL are sent to the low wheel speed selection section 22, and the smaller wheel speed between the wheel speed VFR and the wheel speed VPL is selected and output.

Further, the wheel speed output from the averaging section 21 is weighted and multiplied by a variable in a section 23, and the wheel speed output from the low wheel speed selection section 22 is weighted and multiplied by (1-K) in a section 24. After that, they are sent to the adding section 25 and added. The above variables include K as shown in Figures 3 to 5.
The largest one among G, KT, and KV is selected. This is to adapt to various conditions such as when turning, the time after starting brake control, and the vehicle speed VB. In other words, if only the wheel speed output from the low wheel speed selection section 22 is used,
Since engine output reduction control is performed according to the lower wheel speed, only the brake is controlled for the wheel with a higher wheel speed, that is, the wheel with a larger amount of slip.If only the wheel speed output from the averaging section 21 is used, the higher wheel speed is controlled. The engine output is determined according to the wheel speed of the wheel with the greater amount of slip, that is, the wheel speed with the larger amount of slip, so the engine output decreases significantly and the acceleration performance of the vehicle decreases. by changing the low wheel speed selection section 22 and the averaging section 2.
The wheel speed output from 1 is weighted to match the driving condition of the vehicle to prevent the drive wheels from slipping. That is, K.G.
When the turning tendency becomes thicker (when the centripetal acceleration GY becomes larger), by setting KG to "1" and using the average wheel speed of the average section 21, the difference in the rotational speed of the left and right drive wheels due to the difference between the inner wheels at the time of turning is reduced to slip. This is to prevent erroneous judgments. Furthermore, when the brake control time becomes longer, KT is set to "1" and slip prevention is also used by reducing the engine output to prevent an increase in energy loss due to the use of brake control for a long time. Furthermore, K.V.
The vehicle is set to KV-0 because the variation in both wheels is greatest when starting (VB-0), and brake control is useful for quickly preventing slippage, but when driving at high speeds, KV-0 is used.
By using the average wheel speed of only the average portion 21 as −1, sudden braking due to use of the brake due to slip during high-speed running is avoided. Then, the wheel speed output from the adding section 25 is sent to the differentiating section 26 as the driving wheel speed VF, where the temporal speed change of the driving wheel speed VF, that is, the driving wheel acceleration GW is calculated, and the driving wheel speed VF is calculated. It is used when calculating the wheel slip amount DV.

The wheel speed VFR of the right driving wheel detected by the wheel speed sensor 11 is sent to a subtraction section 27 and subtracted from a reference driving wheel speed VΦ, which will be described later. Drive wheel speed VFL
is sent to the subtraction unit 28, where it is subtracted from a reference drive wheel speed VΦ, which will be described later.

Then, the output of the subtraction section 27 is converted to a in the multiplication section 29.
(Q<a<1), and the output of the subtraction section 28 is multiplied by (1-a) in the multiplication section 30, and then added in the addition section 31 to obtain the slip amount DVPR of the right drive wheel. Similarly, the output of the subtraction section 28 is multiplied by a in the multiplication section 32, and the output of the subtraction section 27 is multiplied by (1-a) in the multiplication section 33, and then added in the addition section 34 to The slip is fiDVPL. For example, when a is ro and 8 J, when slip occurs in one drive wheel, the brake is applied to the other drive wheel by 20%. This is because if the brakes on the left and right drive wheels are completely independent, when one drive wheel is braked and its rotation is reduced, the action of the differential causes the opposite drive wheel to slip and brake, and this action is repeated alternately. This is because it is not desirable. The slip i DV PR of the right drive wheel is differentiated in a differentiator 35 to calculate the amount of change over time, that is, the slip acceleration GFR, and the slip amount DVFL of the right drive wheel is differentiated in a differentiator 36. The amount of change over time, that is, the slip acceleration GFL is calculated.

Then, the slip acceleration GPR is sent to the brake fluid pressure change amount (ΔP) calculating section 37, and the GPR shown in FIG.
The R(G PL) - ΔP conversion map is referenced to determine the amount of change Δ in brake fluid pressure to suppress slip acceleration GPR.
P is required. Similarly, the slip acceleration GP
L is sent to the brake fluid pressure change amount (ΔP) calculation unit 38, and the GPR (GPL)-ΔP conversion map shown in FIG. 6 is referred to, and the brake fluid pressure change amount for suppressing the slip acceleration GPL is calculated. ΔP is determined.

Furthermore, the amount of change ΔP in the brake fluid pressure for suppressing the slip acceleration GFR output from the ΔP calculation unit 37
is sent via the switch 39 to the ΔP-T converter 40 which calculates the opening time T of the inlet valve 17i. This Δ
The opening time T calculated in the P-T conversion section 40 is added to the invalid fluid amount correction value ΔTR under control in the addition section 41, and is set as the brake operation time FR for the right drive wheel. Similarly, the amount of change ΔP in brake fluid pressure for suppressing the slip acceleration GFL output from the ΔP calculation unit 38
is sent via the switch 42 to the ΔP-T converter 43 which calculates the opening time T of the inlet valve 18i. This Δ
The opening time T calculated in the P-T converter 43 is added to the ineffective liquid amount correction value ΔTL under control in the adder 44, and is set as the brake operating time FL for the left drive wheel. As described above, by correcting the invalid fluid volume correction values ΔTR and ΔTL, the insufficient fluid volume from when the valve is turned on until the brake starts to be applied is compensated for. In this manner, when the slip amount of the drive wheels increases and the conditions for closing the switches 39 and 42 are satisfied, as explained in the configuration section, the brakes are applied to the drive wheels.

Also, the wheel speed VJ of the driven wheels detected by the wheel speed sensors 13 and 14? R and VRI are sent to the high wheel speed selection section (SH) 45, and the wheel speed VI? The higher wheel speed of R and wheel speed VRL is selected and output as vehicle speed VB. The high wheel speed selection unit 23 takes into account the difference between the inner wheels while traveling on a curve and selects the higher wheel speed between the inner and outer wheels as the vehicle body speed VB, thereby preventing misjudgment of slippage. . In other words, as will be described later, the vehicle speed VB serves as a reference speed for detecting the occurrence of slippage, and by increasing this vehicle speed VB while driving around a curve, slips can occur due to the difference between the inner wheels while driving around a curve. This prevents misjudgments.

At the same time, the wheel speeds VRR and VRL of the driven wheels detected by the wheel speed sensors 13 and 14 are sent to the centripetal acceleration G calculation section 46, and GY is calculated as the centripetal G for determining whether or not there is a turn and its degree. Calculated.

Further, the vehicle body speed VB selected and outputted by the high wheel speed selection section 45 is calculated in the vehicle body acceleration calculation section 47 as an acceleration of the vehicle body speed VB, that is, a vehicle body acceleration vB (ctz).

Then, the vehicle body acceleration vo (GB) obtained in the vehicle body acceleration calculating section 47 is passed through a filter 48 and is made into a vehicle body acceleration GBF. In other words, when in the state of the "1" position in FIG.
a with the same weighting, GBFn − (GBPFI
-10 GB n ) / 2, and the response is slowed down between the "2" position and the "3" position in Figure 9, and the response is "2" as much as possible.
In order to maintain acceleration corresponding to the position and improve acceleration performance,
GBP by giving weight to GBPll-1 calculated last time
By setting n=(27GBPFI-1+5GBn)/32, the ratio of maintaining the previous vehicle body acceleration GBPn-1 is increased.

The vehicle body acceleration GBP is calculated by the reference torque calculation section 49.
The reference torque TG-GBPxWxRe is calculated. Here, W is the vehicle weight and Re is the tire radius. The reference torque TG calculated by the reference torque calculating section 49 is sent to the torque lower limit value limiting section 50, and the lower limit value of the reference torque TG is set to Ta, for example, 45 kg-m.

Also, the vehicle body speed VB selected by the high vehicle height selection section 45
For example, after being multiplied by 1.03 in the constant multiplier 51,
The adding unit 52 adds 1 to the variable stored in the variable storage unit 53.
is added to the reference driving wheel speed VΦ. Here, K
As shown in FIG. 10, L changes depending on the magnitude of vehicle body acceleration GBP.

As shown in Fig. 10, when the vehicle body acceleration MB is large,
It is determined that the vehicle is traveling on a rough road such as a sloppy road, and in such a case, Kl is increased and the standard drive wheel speed VΦ, which is the standard for determining slip, is increased to make the determination of slip less severe. This improves acceleration. and,
The driving wheel speed vF obtained in the adding section 52 and the reference driving wheel speed VΦ, which is the output of the adding section 52, are subtracted in a subtracting section 54 and the slip fiDV-VP -
VΦ is calculated.

Next, the slip amount DV is sent to the TSn calculating section 55 at a sampling time T of, for example, 151 seconds, and the slip amount DV is integrated while being multiplied by a coefficient by 1 to obtain the correction torque TSn. In other words, TSn=KI 11Σ
A correction torque obtained by correcting the slip amount DV, that is, an integral correction torque TSn is obtained as DVI. Moreover, 1 in the above coefficient means slip fiD as shown in FIG.
V varies depending on V.

In addition, the slip fiDV is the sampling time T
Each time, the correction torque TPn is sent to the TPn calculation unit 56 and the correction torque TPn corrected by the slip iDV is calculated. In other words,
The correction torque corrected by the slip amount DV, that is, the proportional correction torque TPn is obtained as TPn - DVxKp (Kp is a coefficient). This coefficient Kp is the 12th
As shown in the figure, it changes depending on the slip amount DV.

In other words, as shown in FIGS. 11 and 12, the coefficient KI
, Kp is small when DV>O. This is the coefficient Kl,
This is because if Kp is increased, the gain becomes larger and the control becomes unstable even though the change in the slip amount DV is large, by increasing the coefficient Kl and Kp. Also, DV<
In the case of 0 (that is, the shaded area in FIG. 8), the coefficient Kl.

The gain is increased by increasing Kp. This is a DV
<0, the fluctuation range is VΦ and V as shown in Figure 8.
Since it is only between B and is small, the coefficients Kl and Kp are increased to increase the gain and improve responsiveness. Furthermore, as shown in FIG. 15, when the centripetal acceleration GY increases, that is, when the turning tendency increases, ΔKp (12th
(Fig.) is increased to increase the value of Kp when DV>0, and the gain is increased to the extent that the control does not become unstable, suppressing the occurrence of slip on curves and improving turning performance.

Then, the reference torque TΦ is subtracted from the integral correction torque TSn calculated by the TSn calculating section 55 in a subtracting section 57.

As a result of the subtraction, the torque lower limit value of TG-TSn is set to Tb, for example, 45 Kg-m in the torque lower limit value section 58. Furthermore, in the subtraction unit 59, TG-TSn-T
Pn is calculated and set as the target torque TΦ. This target torque TΦ is calculated in the engine torque calculation section 60 as "T
Φ×(1/pH·ρD−t)J is calculated, and target torque TΦ′ as the engine torque is calculated. Here, 2M represents a gear ratio, ρD represents a reduction ratio, and t represents a torque ratio. Then, only the target torque TΦ' equal to or greater than 0 kg-m is output to the correction section 63 via the switch 62. In this correction section 63, the target torque TΦ' is corrected according to the water temperature, atmospheric pressure, and intake air temperature.

Then, the target torque TΦ' is sent to the TΦ'-θS' converter 64, and the equivalent throttle opening θS' when two throttles are considered as one target torque TΦ' is determined. Incidentally, the TΦ'-es' relationship is shown in FIG. The equivalent throttle opening eS' obtained in the TΦ'-es' converter 64 is determined by the eS'-θS converter 6
5, and the sub-throttle opening θS is determined when the equivalent throttle opening eS' and the main throttle opening θm are input. This sub-throttle opening degree eg is then output to the limiter 66. This limiter 66 provides a lower limit value to the sub-throttle opening θS because if the sub-throttle opening θS is too small, engine stall will occur when the engine speed NB is low. Then, the sub-throttle valve is controlled so that the sub-throttle opening degree becomes es, and the engine output torque becomes the maximum torque that can be transmitted under the current road surface condition.

In addition, when only one throttle valve is provided instead of using two throttle valves as in this embodiment, the equivalent throttle opening θS' becomes the opening of the throttle valve.

[Effects of the Invention] As described in detail above, according to the present invention, it is possible to provide an acceleration slip prevention device for a vehicle that can prevent slips in accordance with the driving conditions of the vehicle.

[Brief explanation of the drawing]

FIG. 1 is an overall configuration diagram of an acceleration slip prevention device for a vehicle according to an embodiment of the present invention, and FIG. 2 is a block diagram showing control of the trough controller of FIG. 1 separately for each functional block. Fig. 3 is a diagram showing the relationship between centripetal acceleration GY and variable KG, Fig. 4 is a diagram showing the relationship between time after control start and variable KT, and Fig. 5 is a diagram showing the relationship between the vehicle body acceleration! A diagram showing the relationship between B and the variable KV, Figure 6 shows the slip acceleration G PR (G
A diagram showing the relationship between FL) and brake fluid pressure change ΔP,
Figure 7 shows engine speed Ne and main throttle opening e.
Figure 8 shows the relationship between time t and drive wheel speed V.
P, reference driving wheel speed VΦ, and vehicle body speed VB; FIG. 9 is a diagram showing the relationship between slip ratio and road friction coefficient μ; FIG. 10 is a diagram showing the relationship between vehicle body acceleration GBF and the variable 1. 11 is a diagram showing the relationship between the slip amount DV and the coefficient 1, FIG. 12 is a diagram showing the relationship between the slip amount DV and the coefficient KP, and FIG. 13 is a diagram showing the relationship between the slip amount DV and the coefficient KP. 14 is a diagram showing the relationship between the engine speed Ne and the lower limit of the subthrottle opening es, and FIG. 15 is a diagram showing the relationship between the centripetal acceleration GY and ΔKp. FIG. 16 is a diagram showing throttle valves THm and THs. 11 to 14...Wheel speed sensor, 15...Traction controller, 16...Engine, 21...Average section, 22...Low vehicle height selection section, 23.24...Weighting section , 37.38...ΔP calculation unit, 46... Centripetal G calculation unit, 55...TSn calculation unit, 56...TPn
Arithmetic unit, 65...em-θS conversion unit. Applicant's agent Takehiko Suzue, patent attorney Figure Single cup punishment 1 friend GBF Figure 10 l Figure 11-2-17 Lube amount ov Figure 12 Figure 13 Number of revolutions Ne (rpm) Figure 14 Figure 15 Figure 16 Procedure auxiliary equipment 1989 7, yr L 0th Director General of the Japan Patent Office Yoshi 1) Takeshi Moon 1, Indication of the case Patent Application No. 1983-97282 2, Name of the invention Vehicle acceleration slip prevention device 3, Person making the amendment Relationship with the case Patent application Person (62g) Mitsubishi Motors Corporation 4, Agent 3-7-2-7 Kasumigaseki, Chiyoda-ku, Tokyo Contents of amendment (1) The statement "-ra 14" on page 6, line 13 of the specification. Correct it to "-ra15". (2) r(18i)J on page 10, line 15 of the specification replaces r(18i) or outlet valve 17o (
18o) Correct it as J. (3) On page 10, line 16 of the specification, replace the word “inflow” with “
"Inflow or outflow" is corrected. (4) In the 20th line of page 10 of the specification, the phrase "to be outputted" is corrected to "to be outputted." (5) On page 11, line 3 of the specification, replace r17iJ with “
171 and outlet valve 17o.” (6) In the 4th line of page 11 of the specification, the phrase "Feeding °." In the case of , the opening time of the outlet valve 17o is determined respectively.'' (7) In the 6th line of page 11 of the specification, the phrase “the following” has been replaced with “
(1) to (3) shown below. (8) On page 11, line 7 of the specification, replace the phrase “conditions” with “
Conditions are everything,” he corrected. (9) In the 11th page, line 19 of the specification, the phrase "calculated" is corrected to "calculated of the inlet valve 17i." (lO) On page 12, line 5 of the specification, r18iJ is corrected to "181 and outlet valve 18o." (11) In the 6th line of page 12 of the specification, the phrase "is sent.""The opening time of the outlet valve 180 is determined respectively." (12) In the seventh line of page 12 of the specification, the phrase "calculated" is corrected to "calculated of the inlet valve 18i." (13) Correct “VB” to “VB J” in line 16 of section 13, line 1 and line 4 of page 14. (14) Line 7 of page 14 of the specification Correct the text "2nd formula" to "2nd formula". (15) On page 15, line 7 of the specification, the phrase ``maintain the acceleration'' is corrected to ``estimate a larger maximum torque by estimating the maximum torque with an acceleration close to the acceleration.'' (1B) On page 15, line 17 of the specification, the phrase "shall be" is corrected to "limited to." (17) On page 16, line 5 of the specification, rVB J is corrected to rVB J. (18) In the first line of page 17 of the specification, the phrase "correction of" is corrected to "integration of." (I9) In the 7th and 9th lines of page 17 of the specification, the words ``amended by'' are corrected to ``proportional to''. (20) “Subtracted” on page 17, line 15 of the specification.
Correct the statement to ``It will be done.'' (21) On page 17, line 18 of the specification, the phrase "shall be" is corrected to "limited to." (22) On page 17, line 20 of the specification, the phrase "TΦ is" is corrected to "based on TΦ." (23) In the first and second lines of page 18 of the specification, “(1
/pM・ρD−1)J is “1/(0M・ρD−t
) Correct it as J. (24) On page 18, line 15 of the specification, the words "hereinafter" are corrected to "(1) to (3) shown below". (25) On page 18, line 16 of the specification, the phrase "conditions" is corrected to "all conditions." (26) On page 18, line 19 of the specification, rGWJ is corrected to ``and GWJ.'' (27) On page 18, line 19 of the specification, [ΔDVJ is corrected as ``and ΔDVJ.'' ( 28) On page 19, line 10 to line 11 of the specification, “
The phrase "for the target torque..." is corrected to "for obtaining the target torque TΦ' when the main throttle valve THII and the sub-throttle valve THs are considered as one." (29) On page 20, line 6 of the specification, the phrase "in inverse proportion to Ne" is corrected to "accompanied by a decrease in Ne." (30) “As a control,” on page 21, line 12 of the specification.
The statement has been corrected to read, ``The amount of reduction in engine output is reduced due to control, and acceleration performance is improved.'' (3L) In the second line of page 25 of the specification, the text "r17iJ" is corrected to "171 and outlet valve 17o." (32) In the third line of page 25 of the specification, the phrase "is sent.""The opening time of the outlet valve 17o is determined respectively." (33) On page 25, line 4 of the specification, "calculated" is corrected to "calculated inlet valve 17i." (34) On page 25, line 10 of the specification, "r18iJ" is corrected. is corrected to "181 and outlet valve 18o." (35) In the 11th line of page 25 of the specification, the phrase "is sent." The opening time of the outlet valve 18o is determined respectively.'' (36) In the 12th line of page 25 of the specification, the phrase "calculated" is corrected to "calculated of the inlet valve 18i." (37) On page 26 of the specification, lines 12 and 13, “
Delete the sentence "while driving around a curve." (38) On page 27, lines 13 and 14 of the specification, “
Correct the phrase "maintain acceleration" to "estimate a larger maximum torque by estimating the maximum torque at an acceleration close to the acceleration." (39) In the fourth line of page 28 of the specification, the phrase "shall be limited to." shall be corrected to read "limited to." (40) On page 29, line 6 of the specification, the phrase "correction of" is corrected to "integration of." (41) In the 12th and 14th lines of page 29 of the specification, the words "amended by" are corrected to read "proportional to." (42) On page 29 of the specification, lines 19 and 20, “
``This is because the region larger than VΦ in FIG. 8 corresponds to DV>O, and the fluctuation range of DV is wide in this region.'' (43) In the third line of page 30 of the specification, the phrase ``Rume desu.'' is corrected to ``Rume desu.'' (44) On page 30, line 16 of the specification, "TΦ and" is corrected to "from TΦ." (45) On page 30, line 18 of the specification, the phrase ``subtraction with'' is corrected to ``ga''. (46) In the first line of page 31 of the specification, the phrase "shall be limited to." shall be corrected to read "limited to." (47) In the third line of page 31 of the specification, the phrase "TΦ is" is corrected to "based on TΦ." (48) On page 31 of the specification, lines 4 and 5, “(1
/ρM・ρD−t)J is [1/(9M・ρD−t)
) Correct it as J. (49) In the 15th line of page 31 of the specification, the phrase "TΦ'" is corrected to "according to TΦ', the main throttle valve TH and the sub-throttle valve THs." (50) The word "slip" on page 32, line 18 of the specification is corrected to "slip properly."

Claims (1)

[Claims] A driving wheel speed detection means for detecting the driving wheel speed VF, a driven wheel speed detecting means for detecting the driven wheel speed VB, a braking means for braking the driving wheels, and a difference between the driving wheel speed VF and the driven wheel speed VB. a first means that calculates a slip amount DV according to the slip amount DV and starts braking of the driving wheels by the braking means when the slip amount DV is larger than a predetermined value; The correction torque TS is obtained by integrating the correction torque TP calculated by the above and the slip amount DV, and the reference torque TG is obtained from the acceleration of the driven wheel speed VB at predetermined time intervals, and the target torque TΦ=TG-TP-TS, An acceleration slip prevention device for a vehicle, comprising a driving force control means comprising a second means for controlling the throttle opening so that the target torque TΦ is reached at least when the slip amount DV is larger than a set value, a first drive wheel speed detection means for detecting the speed of one drive wheel; a second drive wheel speed detection means for detecting the speed of the other drive wheel; a driving wheel speed averaging means for calculating an average driving wheel speed by averaging the driving wheel speeds; a selecting means for selecting the smaller driving wheel speed of the one driving wheel speed and the other driving wheel speed; The average wheel speed is multiplied by k (0≦k≦1) and the speed of the smaller driving wheel is (1-k
) and then adds the driving wheel speed to obtain the driving wheel speed VF, and k is set from "0" to "1" according to a plurality of driving conditions.
A vehicle comprising: a plurality of maps that change according to the driving state; and a driving state corresponding means that calculates the value of k according to the driving state from the map, selects the largest value of k, and sets it as k of the driving wheel speed calculation means. Acceleration anti-slip device.