JPH02151538A - Acceleration slip preventing device for vehicle - Google Patents

Abstract

PURPOSE:To enable a slip control to be started always in the optimum timing corresponding to acceleration operation by detecting a load operational speed for an engine and, when its value exceeds a predetermined speed decision value, starting a drive torque control in accordance with a drive wheel slip amount. CONSTITUTION:In the case of a vehicle provided with an engine having in an intake pipe 22 a main throttle valve 23 operated by an accelerator pedal and a subthrottle valve 24 controlled in its opening by a motor 24M with a control signal from a traction controller 15, it reduces drive torque of a drive wheel by adjusting an opening of the subthrottle valve 24 in accordance with a slip amount DV calculated in accordance with a difference between a drive wheel speed VF and a non-drive wheel speed VB. Here a load operational speed for the engine is detected, when this load operational speed exceeds a predetermined speed decision value, a drive torque control is started in accordance with the slip amount DV of the drive wheel.

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) Acceleration slip prevention devices (traction control devices) have been known that prevent slips of drive wheels that occur when a vehicle is suddenly accelerated. In such a traction control device, when acceleration slip of the driving wheels is detected, the slip rate S is controlled so that the coefficient of friction μ between the tire and the road surface is within the maximum range (shaded range in FIG. 18). Here, the slip rate S is [(VP −V
B)/VF]X100 (percent), VP is the wheel speed of the driving wheels, and VB is the vehicle body speed.

In other words, when a slip of the drive wheels is detected, the engine output is controlled so that the slip ratio S falls within the shaded range, and the friction coefficient μ between the tires and the road surface is controlled within the maximum range. It prevents the drive wheels from slipping during acceleration, improving the vehicle's acceleration performance.

(Problem to be solved by the invention) In such a traction control device,
If the conditions for starting the slip control are not appropriate, problems will occur, such as even a small acceleration slip will cause the engine output to be controlled and acceleration performance will deteriorate, or even a large acceleration slip will not immediately control the engine output. Therefore, conventionally, the state in which slip occurs in the driving wheels is detected as slip mDV according to the difference between the driving wheel speed VP and the non-driving wheel speed VB, and when this slip QDV exceeds a predetermined threshold value, slip control is started. A traction control device is being considered.

However, when driving on a gravel road or an unpaved road, for example, compared to a low μ road such as an icy road where the friction coefficient is even lower, the relationship between the friction coefficient μ and the slip ratio S shown in FIG.
Since the maximum value of the friction coefficient μ exists where the slip rate S is relatively large, if the same slip control as when driving on the frozen road etc. on such a road surface is performed, the friction coefficient μ
It is not possible to accelerate near the maximum value of , and acceleration performance deteriorates. Therefore,
It is conceivable to correct the predetermined threshold value for starting the slip control described above depending on the road surface condition, but such a correction alone would not be enough to compare when the accelerator is operated quickly and when the accelerator is operated slowly on the same road surface. In this case, especially when the engine output suddenly increases due to sudden depression of the accelerator pedal,
Since the amount of slip occurring in the drive wheels increases, it is necessary to reliably start slip control in conjunction with such an acceleration operation.

The present invention has been made in view of the above points, and its purpose is to reliably suppress slip and improve vehicle acceleration by starting slip control at an appropriate timing in response to acceleration operation. An object of the present invention is to provide an acceleration slip prevention device for a vehicle that enables the acceleration slip prevention device.

[Structure of the Invention] (Means and Effects for Solving the Problems) That is, the acceleration slip prevention device for a vehicle according to the present invention prevents slip iD according to the difference between the speed vF of the driving wheels and the speed VB of the non-driving wheels.
V and controls to reduce at least the drive torque of the drive wheels in accordance with the slip iDV; a load operation speed detection means for detecting a load operation speed for the engine; and a load operation speed detected by the detection means. and control start determination means for starting drive torque control in accordance with the amount of slip of the drive wheels when the speed exceeds a predetermined speed determination value.

(Embodiment) Hereinafter, an acceleration slip prevention device for a vehicle according to an embodiment of the present invention will be described with reference to the drawings. Figure 1 (A)
FIG. 1 is a configuration diagram showing an acceleration slip prevention device for a vehicle. The figure shows a front-wheel drive vehicle, where WFR is the front right wheel, WFL is the front left wheel, WRR is the rear right wheel,
WRL indicates the rear left wheel. Further, 11 is a wheel speed sensor that detects the wheel speed VFR of the front right wheel (driving wheel) WPR, and 12 is the front left wheel (driving wheel) WFL.
13 is a wheel speed sensor that detects the wheel speed VRR of the rear right wheel (driven wheel) WRR, 14 is a rear left wheel (driven wheel) WR
This is a wheel speed sensor that detects the wheel speed VRL of L.

Wheel speed V detected by the wheel speed sensors 11 to 14
FR, VFL, VI? I? , VRL are input to the traction controller 15. The traction controller 15 sends a control signal to the engine 16 to perform control to prevent the drive wheels from slipping during acceleration.

FIG. 1(B) shows the intake system of the engine 16. In the figure, 21 is an air cleaner, 22 is an intake pipe, and 22a is a surge tank. In addition to the main throttle valve THm23 whose opening degree θ■ is controlled, a sub-throttle valve THs 24 whose opening degree θS is controlled by a control signal from the traction controller 15 is provided. In other words,
The intake air introduced through the air cleaner 21 is transferred to the sub-throttle valve THs 24 and the main throttle valve THa+2.
3 in series from the surge tank 22a to the intake valve side, and the opening degree θS of the auxiliary throttle valve THs 24 is controlled by the control signal θ
S controls the driving force of the engine 16 via the motor drive circuit 25 and its motor 24M. Here, the main throttle valve THm23 and the sub-throttle valve TH
The opening degrees θm and θS of s24 are detected by a main throttle position sensor (TPSI) 26 and a sub-throttle position sensor (TPS2) 27, respectively. In addition, the main throttle valve THm23 has a main throttle idle 5W28 that detects the non-depressed state of the accelerator pedal, and the subthrottle valve THs24 has a subthrottle fully open 5W28.
W29 is provided. Further, an air flow sensor 30 is provided downstream of the air cleaner 21 to detect the amount of intake air, and the surge tank 22a detects the negative pressure in the pipe when the fuel mixture flows from the intake valve to the combustion chamber. A negative pressure sensor 30a is provided. The output signals from each of these sensors 26, 27° 30.30a and 5W28.29 are transmitted to the traction controller 15.
given to.

On the other hand, in FIG. 1(A), 17 is the front right wheel WP.
A wheel cylinder 18 performs braking on the front left wheel WPL. Normally, these wheel cylinders are connected to mask cylinders (not shown) by operating a brake pedal (not shown).
Pressure oil is supplied via. When traction control is activated, pressure oil can be supplied from another route as described below. Hydraulic pressure source 19 to the wheel cylinder 17
Pressure oil is supplied from the wheel cylinder 17 through the inlet valve 17i, and pressure oil is discharged from the wheel cylinder 17 to the reservoir 20 through the outlet valve 170. Furthermore, pressure oil is supplied from the hydraulic source 19 to the wheel cylinder 18 via an inlet valve 18i, and pressure oil is discharged from the wheel cylinder 18 to the reservoir 20 via 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.

Here, the driving force control of the engine 16 and the driving Itl1
The slip prevention control by braking control of the wheels WFR11 and WFLI 2 is based on the amount of change over time in the opening side of the main throttle opening degree θm obtained by the main throttle position sensor 26, that is, the main throttle opening speed ( Drive wheel speed VFR, VFL and driven wheel speed V obtained by wheel speed sensors 11 to 14 when load operation speed) dθI exceeds a predetermined operation speed determination value θt
The slip based on the difference between RR and VRL is started according to QDV, and the sub-throttle position sensor 2
Temporal change 2Δ of sub-throttle opening θS obtained from 7
The process is terminated when θS is less than or equal to a predetermined determination value θa and the output torque TE of the engine 16 is less than or equal to a predetermined determination value Ta.

Furthermore, in FIG. 1(A), 81a to 81d are fuel injection injectors, and the injectors 81a to 81d are fuel injection injectors.
The operating time 1d, that is, the fuel injection amount is set in the engine control unit (ECU) 82 according to the intake air amount based on the signal from the air flow sensor (AFS) 30. Further, 83 is an engine rotation sensor that detects the rotation of the crankshaft of the engine 16, and this engine rotation detection signal is output to the ECU 32. Note that the traction controller 15 may be integrated with the ECU 32.

Next, the detailed configuration of the traction controller 15 will be described with reference to FIG. 2. Wheel speed sensor 1
Wheel speed VFR of the driving wheels detected at 1 and 12
and VFL are sent to a high vehicle speed selection section (SH) 31, and the higher wheel speed is selected between wheel speed VFR and wheel speed VFL and output. At the same time, vehicle speed sensor 1
Wheel speed VFR of the driving wheels detected at 1 and 12
and VFL are averaged in an averaging section 32 to calculate the average wheel speed (V FR+ v FL)/2. The wheel speed output from the high vehicle speed selection section 31 is multiplied by a variable KG in a weighting section 33, and the average wheel speed output from the averaging section 32 is weighted and multiplied by a variable KG in a section 34.
1-KG), are sent to the adding section 35, and are added together to obtain the driving wheel speed VF. Note that the variable KG is a variable that changes depending on the centripetal acceleration GY, as shown in FIG. As shown in FIG. 3, it is set so that the centripetal acceleration GY is proportional to the centripetal acceleration until it reaches a predetermined value (for example, 0.1 g), and becomes "1" when it exceeds that value.

Further, the wheel speeds of the driven wheels detected by the wheel speed sensors 13 and 14 are manually inputted to the low vehicle speed selection section 36, and the smaller wheel speed is selected. Further, the wheel speeds of the driven wheels detected by the wheel speed sensors 13 and 14 are input to the high vehicle speed selection section 37, and the larger wheel speed is selected. Then, the smaller wheel speed selected by the low vehicle speed selection section 36 is multiplied by a variable in the weighting section 38, and the larger wheel speed selected by the high vehicle speed selection section 37 is multiplied by the weighting section 38. 39, the variable (1-Kr) is multiplied by the centripetal acceleration GY as shown in FIG.
It changes between "1" and "0" depending on the time.

Further, the wheel speeds outputted from the weighting section 38 and the weighting section 39 are added in an adding section 40 to obtain the driven wheel speed VR, and further, the driven wheel speed VR is determined in a multiplication section 40' (1+α ) multiplied by target drive wheel speed V
It is assumed to be φ.

Then, the driving wheel speed ■F outputted from the adding section 35
and the target drive wheel speed Vφ output from the multiplier 40'.
is subtracted by the subtraction unit 41 to obtain the slip amount DVi'
(-VP-Vφ) is calculated. this slip il
D Vi / is further corrected by the slip 1tDVi' in the adder 42 according to the centripetal acceleration GY and the rate of change GY of the centripetal acceleration ΔGY. In other words, the slip amount correction unit 43 has a centripetal acceleration GY as shown in FIG.
A slip correction amount vg is set that changes according to the slip correction amount vg, and a slip correction amount mVd that changes depending on the rate of change ΔGY of the centripetal acceleration GY as shown in FIG. 6 is set in the slip amount correction section 44. Then, in the adding section 42, the slip correction m V d and Vg are added to the slip JHDVi' outputted from the subtracting section 41 to obtain the slip amount DVi.

This slip amount DVi is sent to a calculation section 45a in the TSn calculation section 45 at a sampling time T of, for example, 15 m5, and the slip EIDVi is integrated while being multiplied by a coefficient Kl to obtain a correction torque TSn'. In other words, TSn' −ΣKl@DVi (Kl is the slip amount DVi
The correction torque obtained by correcting the slip fi D V i, that is, the integral correction torque TSn, is obtained as follows. The integral correction torque TSn' is a correction value for the torque that drives the drive wheels WPR and WPL, and is a correction value that is a correction value for the torque that drives the drive wheels WPR and WPL, and is based on the fact that the characteristics of the power transmission mechanism between the engine 16 and the drive wheels change due to changing gears. Since it is necessary to adjust the control gain according to
is multiplied by a coefficient GKl that differs depending on the gear position to obtain an integral correction torque TSn after correction according to the gear position.
is calculated.

Further, the slip mDVi is sent to the calculation unit 46a of the TPn calculation unit 46 every sampling time T, and the slip Q
A corrected torque TPn' corrected by DVi is calculated. That is, the correction torque corrected by the slip amount DVi, that is, the proportional correction torque Tpn' is obtained as TPn' - DVi - Kp (Kp is a coefficient). The proportional correction torque TPn' is the integral correction torque TSn'.
For the same reason, the coefficient multiplier 46b multiplies each gear by a different coefficient GKp to calculate a proportional correction torque TPn corresponding to the gear.

Further, the driven wheel speed V l output from the adding section 40
? is input to the reference torque calculation section 47 as the vehicle body speed VB. Then, in the vehicle body acceleration calculation section 47a in this reference torque calculation section 47, the acceleration of the vehicle body speed VB (GB
) is calculated.

Then, the vehicle body acceleration VB (CB) calculated by the vehicle body acceleration calculating section 47a is passed through a filter 47b and is made into a vehicle body acceleration GBP. In this filter 47b, in order to quickly shift from the state of the "1" position shown in FIG. 15 to the state of the "2" position when acceleration increases, the output of the previous filter 47b, GBFI -1, is detected this time. GB, and are averaged with the same weighting, GI3P1 = (GB n + GBPns) /
2- (1). Also, slip rate S>SL
(Sl is set to a value slightly smaller than the maximum slip rate S max) When the acceleration decreases, for example, when moving from the "2" position to the "3" position, a filter is used to make the shift slower. 47b is switched to a slow filter. In other words, GBPn = (GB n +7GBPn-1) /8
- (2), weight is placed on the output of the previous filter 47b.

In addition, when the slip rate S≦Sl and the acceleration decreases, that is, “1
When the acceleration decreases in the region of ”, S m
Since we want to stay at ax, filter 47b is switched to a slower filter. In other words, GBFH-(GB n +15GBPn-1) /1e
-(3), a great weight is placed on the output of the previous filter 47b. In this way, in the filter 47b, the filter 47b is changed according to the state of acceleration.
Switching is performed in three stages as shown in equations 1) to (3).

The vehicle body acceleration GBF is calculated by the reference torque calculation section 47.
c, and the reference torque TG is calculated. That is, TG - GBPXWXRe is calculated. Here, W is the vehicle weight and Re is the tire radius.

The reference torque TG and the integral correction torque T
Subtraction with Sn is performed in a subtraction unit 48, and further subtraction with the proportional correction torque TPn is performed in a subtraction unit 49. In this way, the target torque Tφ is calculated as Tφ - T G - T S n - T P n.

This target torque TΦ indicates the axle torque that drives the drive wheels Wl'R and WFL. This axle torque TΦ is given to the engine torque calculation unit 50 via a switch S1 that is opened and closed by a control start/end determination unit 69 that determines the start and end of traction control. The target torque Tφ given to the engine torque calculating section 50 is divided by the total gear ratio between the engine 16 and the drive shaft, and is converted into a target engine torque Te. This target engine torque Te is sent to a lower limit value setting section 501 that sets a lower limit value Tl1m of engine torque, and as shown in FIG. 16 or FIG. The lower limit value of the target engine torque Te is limited by the lower limit value TI[m that changes according to the lower limit value TI[m. Then, the target engine torque Tel for which the lower limit value of the engine torque has been set by the lower limit value setting section 501 is sent to the target air amount calculation section 502, and the target air amount (
Mass) A/N+a is calculated. In the target air amount calculating section 502, the target air amount (mass) A/Na+ is determined from the engine rotational speed Ne and the target engine torque Tel by referring to the three-dimensional map shown in FIG. That is, it is calculated as A/No+ -f [No, Tel].

Here, the above A/N Ill is the intake air amount (mass) per intake stroke, and f [Ne, Tel] is a three-dimensional map using the engine rotational speed Ne and the target engine torque Tel as parameters.

Note that A/Nffl may be the product of the engine rotational speed Ne by a coefficient Ka as shown in FIG. 21 and the target engine torque Tel, that is, A/Na+-Ka(Nc)*Tel. Furthermore, Ka (Na·) may be used as a coefficient.

Further, in the target air amount calculation unit 502, the intake air amount (mass) A/Nl11 is corrected based on the intake air temperature and atmospheric pressure, and the intake air amount (volume) A/Nl11 is corrected based on the intake air temperature and atmospheric pressure.
It is converted to Nv. In other words, this intake air amount (volume) A
/Nv is set as A/Nv = (A/Nm) / lKt (AT) * Kp (AT) 1. Here, A/Nv is the amount of intake air (volume) per intake stroke, Kt is the density correction coefficient using the intake air temperature (AT) as a parameter as shown in Figure 22, and Kp is the density correction coefficient as shown in Figure 23. This shows the density correction coefficient using atmospheric pressure (AT) as a parameter.

Target intake air amount A/Nv calculated in this way
(Volume) is corrected by the intake air temperature in the target air amount correction unit 503, and is set as the target air amount A/No. In other words, A/No is A/N(, -A/Nv * K
a' (AT). Here, A/No is the target air amount after correction, A/Nv is the target air amount before correction, and Ka' is the correction coefficient based on the intake air temperature (AT) (see FIG. 24).

Next, the target air m A / N o outputted from the target air amount correction section 503 is sent to the equivalent target throttle opening calculation section 504, and the map shown in FIG. 25 is referred to and the engine rotation speed Ne and the target Equivalent target throttle opening θ for air amount A/No. is required. This equivalent target throttle opening θ0 is equal to the target air HA/N when there is one throttle valve in the intake pipe 22.
This is the throttle valve opening degree to achieve o.

Then, the equivalent target throttle opening θ0 is sent to the target throttle opening calculating section 505, and the main throttle valve TH
Target sub-throttle opening θS' for sub-throttle valve THs 24 when throttle opening of m23 is 0m
is calculated.

On the other hand, the target air amount A/N o corrected and output from the target air amount correction section 503 is sent to the subtraction section 506,
The air flow sensor 30 at every predetermined sampling time.
The difference ΔA/N from the current air amount A/N detected at is calculated. This ΔA/N is sent to a PID control unit 507 where PID control is performed, and an opening degree correction mΔθ corresponding to ΔA/N is calculated. This opening degree correction amount Δθ is calculated by the adding section 5
In 08, the target sub-throttle opening θS is added to the target sub-throttle opening θS, and the target sub-throttle opening θ is feedback-corrected.
S is calculated. In other words, θS−θS +Δθ. Here, the opening correction amount Δθ is the opening correction amount by proportional control; Δθp, and the opening correction amount Δθi by proportional control.
, the opening degree correction 2Δθd by differential control is added. In other words, Δθ1Δθp+Δθi+Δθd. Here, Δθp −Kp(Ne)* Kth (Ne)*ΔA/
NΔθi −Ki(Ne)* Kth (Nc)*Σ(
ΔA/N)Δθd −Kd(Nc)*Kth(Nc
) book (ΔA/N−ΔA/No1dl is calculated by the PID control unit 507. Here, each coefficient Kp, Kl, Kd is a proportional, integral, and differential gain with the engine rotation speed Ne as a parameter, The characteristic diagrams are shown in Fig. 26 to Fig. 28. Also, the above Kth is the ΔA/N → Δθ conversion gain (see Fig. 29) using the engine rotation speed Ne as a parameter. ΔA
/N is the deviation between the target air Q A /N o and the measured A/N, and ΔA/No1d is ΔA/N at the previous sampling timing.

Target sub-throttle opening θS obtained as above
is sent to the motor drive circuit 25 as a sub-throttle valve opening signal, and the opening θS of the sub-throttle valve THs 24 is
is controlled.

Further, the wheel speeds VRR and VRL of the driven wheels are sent to the centripetal acceleration calculating section 53, and the centripetal acceleration GY' is calculated in order to determine the degree of turning. This centripetal acceleration GY' is sent to the centripetal acceleration correction section 54, and the centripetal acceleration GY' is corrected according to the vehicle speed.

That is, the coefficient KV is set as GY-Kv-GY', and as Kv changes according to the vehicle speed as shown in FIGS. 7 to 12, the centripetal acceleration GY is corrected according to the vehicle speed.

Incidentally, the higher driven wheel speed output from the high vehicle speed selection section 37 is subtracted from the wheel speed VFR of the driving wheels in the subtraction section 55. Further, the higher wheel speed output from the high vehicle speed selection section 37 is subtracted from the wheel speed VFL of the driving wheels in a subtraction section 56.

The output of the subtraction unit 55 is multiplied by KB (0
<KB<1), and the output of the subtraction section 56 is outputted to the multiplication section 58.
After being multiplied by (1-KB) in the adding section 59, it is added to the slip HD V FR of the right drive wheel. At the same time, the output of the subtraction section 56 is multiplied by KB in the multiplication section 60, and the output of the subtraction section 55 is multiplied by KB in the multiplication section 60.
is multiplied by (1-KB) and then added in an adding section 62 to obtain the slip amount DVPL of the left drive wheel.

As shown in Fig. 13, the variable KB changes according to the elapsed time from the start of traction control, and when the traction control starts, rO
, 5J, and is set to approach rO, 8J as the traction control progresses.

For example, when KB is set to rO, 8J, when slip occurs in only one drive wheel, the brake control is performed by recognizing that slip has occurred in the other drive wheel by 20% of that of the other drive wheel. I have to. This is because if the left and right drive wheels are braked completely (independently), only one drive wheel will be braked and its rotation will decrease, and then the opposite drive wheel will slip due to the action of the differential and the brakes will be applied. This is because it is repeated and is not desirable.

The slip amount DVFR of the right drive wheel is differentiated in a differentiator 63 to calculate the amount of change over time, that is, the slip acceleration GPR, and the slip amount DVPL of the left drive wheel is differentiated in a differentiator 64 to calculate the amount of change over time. The amount of change, that is, the slip acceleration GPL is calculated.

Then, the slip acceleration GFR is sent to the brake fluid pressure change amount (ΔP) calculating section 65, and the slip acceleration GFR is sent to the brake fluid pressure change amount (ΔP) calculating section 65, and
The PR(GFL)-ΔP conversion map is referred to to determine the amount of change ΔP in brake fluid pressure for suppressing slip acceleration GFR. The amount of change ΔP in brake fluid pressure is
The signal is sent to the ΔP-T converter 67, and the open time T of the inlet valve 17i in FIG. 1(A) is calculated. Also,
Similarly, the slip acceleration GPL is the amount of change in brake fluid pressure (
ΔP) calculation unit 66 and calculates the GFR(ΔP) shown in FIG.
G FL) - ΔP conversion map is referred to, and the amount of change ΔP in brake fluid pressure for suppressing slip acceleration GFL is determined.
is required. The amount of change ΔP in brake fluid pressure is ΔP
The signal is sent to the -T converter 68, and the opening time T of the inlet valve 18i in FIG. 1(A) is calculated.

In addition, in Fig. 14, when applying the brakes when turning, in order to strengthen the brakes on the inner drive wheels,
The inner wheel side when turning is shown by a broken line a.

On the other hand, a switch S1 is interposed between the subtraction section 49 where the target torque Tφ is calculated and the engine torque calculation section 50, and a brake fluid pressure change amount (ΔP) calculation section 65.
Switches S2a are provided between the ΔP-T converters 67 and 66 and the ΔP-T converters 67 and 68, respectively.

S2b is intervened. Each of the above switches S1, S2a, S
The switches 2b are closed/opened when slip control start/end conditions, which will be described later, are satisfied, respectively, and the switches S1, S2a, and S2b are all controlled to open and close by the control start/end determining section 69. . A slip determination signal from a slip determination section 70 is given to this control start/end determination section 69 . This slip determination unit 70 calculates that the slip amount DVi obtained through the subtraction unit 41 and the addition unit 42 based on the driving wheel speed VF and the driven wheel speed VR is a slip determination value α stored in advance in the slip determination value storage unit 71. (In this case, α is determined by a map depending on the road surface condition).This slip determination signal is given to the control start/end determination section 69.

In addition, the control start/end determination section 69 includes a
), the main throttle opening detection signal θ1 from the main throttle position sensor 26, the auxiliary throttle opening detection signal θS from the auxiliary throttle position sensor 27, and the engine torque detection signal TE from the engine torque sensor 72 are provided. Then, the control start/end determination section 6
9, main throttle opening data θm obtained from the main throttle position sensor 27, and auxiliary throttle opening data θs obtained from the auxiliary throttle position sensor 27.
1 and a sensor data memory 69a that temporarily stores engine torque data TE obtained from the engine torque sensor 72.
will be provided. Furthermore, this control start/end determination section 69
, a predetermined opening speed judgment value θt of the main throttle opening θS
A main throttle opening speed judgment value storage section 73 that stores a predetermined change judgment value θa of the subthrottle opening degree θS, a subthrottle opening change judgment value storage section 74a that stores a predetermined change judgment value θa of the subthrottle opening degree θS, and a predetermined judgment value Ta of the engine torque TE. An engine torque determination value storage section 74b is connected thereto.

Here, the control start/end determination section 69 determines the main throttle opening based on the current main throttle opening θm obtained from the main throttle position sensor 26 and the previous main throttle opening θm' stored in the sensor data memory 69a. speed dθ
When m exceeds a predetermined judgment value θt stored in advance in the main throttle opening speed judgment value storage section 73, a control start signal is output, and the switches S1, S2a, and S2b are closed. The control start/end determination unit 69 also determines that the amount of change ΔθS over time between the current subthrottle opening θS obtained from the subthrottle position sensor 27 and the previous subthrottle opening θS stored in the sensor data memory 69H is The engine torque TE obtained from the engine torque sensor 72 and which is less than or equal to the predetermined determination value θa stored in advance in the sub-throttle opening change determination value storage section 74a is stored in advance in the engine torque determination value storage section 74b. Predetermined judgment value T
When the value is equal to or less than a, a control end signal is output, and the switches S1, S2a, and S2b are opened.

Next, the operation of the vehicle acceleration slip/slip prevention device according to an embodiment of the present invention configured as described above will be explained. In FIG. 1 and FIG. 2, wheel speed sensor 13,
The wheel speed of the driven wheel (rear wheel) output from the high vehicle speed selection section 36. Low vehicle speed selection section 37. Centripetal acceleration calculation unit 53
is input.

In the low vehicle speed selection section 36, the smaller wheel speed of the left and right driven wheels is selected, and the high vehicle speed selection section 37
In , the wheel speed of the larger one of the left and right driven wheels is selected. When the wheel speeds of the left and right driven wheels are the same during normal straight-line driving, the low vehicle speed selection section 3
6 and high vehicle, the same wheel speed is selected from the speed selection section 37. In addition, the wheel speeds of the left and right driven wheels are input to the centripetal acceleration calculation unit 53, and the turning angle when the vehicle is turning, that is, how steep the turn is, is determined from the wheel speeds of the left and right driven wheels. The degree to which the

Hereinafter, how the centripetal acceleration is calculated in the centripetal acceleration calculating section 53 will be explained.

In a front-wheel drive vehicle, since the rear wheels are driven wheels, the vehicle speed at that position can be detected by the wheel speed sensor regardless of slip caused by the drive, so Ackermann geometry can be used. In other words, in a steady turn, the centripetal acceleration GY' is GY' −v2/r −
(4) Calculated as (V-vehicle speed, "-turning radius").

For example, when the vehicle is turning to the right as shown in FIG. 19, the center of turning is Mo, and the center of turning Mo
The distance from
When the wheel speed on the outer wheel side (WRL) is set to ■2, v2/vl-(Δr+rl)/rl-(5) is obtained.

Then, by transforming the above equation (5), 1/rl − (v2 − vl )/Δr ・vl − (6
). Then, the claimed center acceleration GY', which is characterized by the inner ring side, is GY'-v12/rl-vl2(v2-vl)/Δrevl-vl
(v2-vl)/Δr-=C7).

That is, the centripetal acceleration GY' is calculated using the seventh equation.

By the way, when turning, the inner wheel speed v1 is smaller than the outer wheel speed v2, so the inner wheel speed v1
Since the centripetal acceleration GY' is calculated using , the centripetal acceleration GY' is calculated to be smaller than the actual value. Therefore, the coefficient KG multiplied by the weighting section 33 is estimated to be small because the centripetal acceleration GY' is estimated to be small. Therefore, since the driving wheel speed VF is estimated to be small, the slip amount DVi' (VP-Vφ) is also estimated to be small. As a result, since the target torque Tφ is estimated to be large, the target engine torque is also estimated to be large, thereby providing sufficient driving force even when turning.

By the way, at extremely low speeds, the distance from the inner wheels to the turning center MO is rl, as shown in Figure 19, but in a vehicle that understeers as the speed increases, the turning center is at M. The distance is r(r>r
l).

Even when the speed increases in this way, since the turning radius is calculated using rl, the centripetal acceleration GY' calculated based on the seventh equation above is calculated as a larger value than the actual value. Therefore, the centripetal acceleration GY' calculated in the centripetal acceleration calculation unit 53 is sent to the centripetal acceleration correction unit 54, and the centripetal acceleration GY' is added to the coefficient shown in FIG. Kv is multiplied.

This variable Kv is set to decrease according to the vehicle speed, and may be set as shown in FIG. 8 or 9. In this way, the centripetal acceleration correction unit 54 outputs the corrected centripetal acceleration GY.

On the other hand, as the speed increases, oversteer occurs (r<
rl) In the vehicle, the centripetal acceleration correction unit 54 performs a correction that is completely opposite to that of the understeering vehicle described above. That is, one of the variables Kv shown in FIGS. 10 to 12 is used to correct the centripetal acceleration GY' calculated by the centripetal acceleration calculating section 53 so that it increases as the vehicle speed increases.

By the way, the smaller wheel speed selected in the low vehicle speed selection section 36 is multiplied by the variable Kr in the weighting section 38 as shown in FIG. 4, and the high vehicle speed selected in the high vehicle speed selection section 37 is not weighted. In part 39, the variable (1-Kr
) will be multiplied. The variable Kr is the centripetal acceleration GY of 0.9, for example.
It is set to "1" when the turning becomes larger than g, and when the centripetal acceleration GY becomes smaller than 0.4 g, "
0”.

Therefore, for a turn where the centripetal acceleration GY is greater than 0.9 g, the wheel speed of the lower vehicle speed among the driven wheels output from the low vehicle speed selection section 36, that is, the wheel speed of the inner wheel at the time of selection is selected. be done.

Then, the weighting is performed by adding the wheel speeds output from sections 38 and 39 in an adding section 40 to obtain the driven wheel speed VR.
Further, the driven wheel speed VR is multiplied by (1+α) in a multiplier 40' to obtain the target driving wheel speed Vφ.

Further, after the higher wheel speed of the drive wheels is selected in the high vehicle speed selection section 31, weighting is performed in the section 33.
In this case, the variable KG is multiplied as shown in FIG. Furthermore, the average vehicle speed (V
FR+VPL)/2 is weighted in section 34,
(1-KG), and the above-mentioned weighting is added to the output of the section 33 and the adding section 35 to obtain the driving wheel speed VF. Therefore, when the centripetal acceleration GY becomes, for example, 0.1 g or more,
KG-1, the wheel speed of the larger of the two drive wheels output from the high vehicle speed selection section 31 is output. In other words, when the turning angle of the vehicle increases and the centripetal acceleration GY becomes, for example, 0.9 g or more,
In order to obtain rKG-Kr-IJ, on the driving wheel side, the wheel speed of the outer wheel side with a higher wheel speed is set as the driving wheel speed vp, and on the driven wheel side, the wheel speed of the inner wheel side with a lower wheel speed is set as the driven wheel speed Vl? Since it is closed, the slip amount DVi' (-VP-Vφ) calculated by the subtraction unit 41 is estimated to be large. Therefore, in order to estimate the target torque Tφ to be small, the engine output is reduced, the slip ratio S is reduced, and the lateral force A can be increased as shown in FIG. can be raised to make a safe turn.

The slip mDVi' is added to the slip amount correction section 43 by a slip correction amount Vg as shown in FIG. A slip m V d is added.

For example, if we assume a turn at a right angle,
In the first half of the turn, the centripetal acceleration GY and its rate of change over time ΔGY take positive values, but in the second half of the curve, the rate of change over time ΔGY of the centripetal acceleration GY takes a negative value.

Therefore, in the first half of the curve, in the adding section 42,
The slip correction amount Vg (>0) shown in FIG. 5 and the slip correction amount Vd (>O) shown in FIG. Quantity vg (〉0
) and the slip correction mVd (<0) are added to obtain the slip m D Vi. Therefore, by estimating the slip Q D V i in the second half of the turn to be smaller than the slip WDVi in the first half of the turn, the engine output is reduced and the lateral force is increased in the first half of the turn, and the The system also restores engine output and improves vehicle acceleration.

In this way, the corrected slip m D V i is sent to the TSn calculation section 45 at a sampling time T of, for example, 15n+s. In this TSn calculating section 45, the slip amount D Vi is integrated while being multiplied by a coefficient Kl to obtain a correction torque TSn.

In other words, the corrected torque obtained by correcting the slip amount DVi as TSn = GKiΣKl - DVi (Kl is a coefficient that changes according to the slip QDVi),
In other words, the integral correction torque TSn is determined.

Further, the slip m D V i is sent to the TPn calculation unit 46 at every sampling time T, and the correction torque TPn
is calculated. In other words, the correction torque corrected by the slip amount DVi, that is, the proportional correction torque TPn is obtained as TPn = GKp DVi - Kp (Kp is a coefficient).

Further, the values of the coefficients GK1 and GKp used in the calculations in the coefficient multipliers 45b and 46b are switched to values corresponding to the gear position after the shift after a set time from the start of the shift during upshifting. This is because it takes time from the start of the shift to when the gear is actually changed and the shift is completed.When upshifting, when the above-mentioned coefficients GKi and GKp corresponding to the high gear after the shift are used at the time of the start of the shift, the above-mentioned correction torque T
Since the values of Sn and TPn correspond to the above-mentioned high speed gear, they become smaller than the values before the start of the shift even though the actual shift has not finished, and the target torque Tφ becomes large, inducing slip and causing control. This is because it becomes unstable.

Further, the driven wheel speed VR output from the addition section 40 is inputted to the reference torque calculation section 47 as the vehicle body speed VB. Then, the vehicle body acceleration calculating section 47a calculates the acceleration VB (GB) of the vehicle body speed. Then, the acceleration GB of the vehicle body speed calculated by the vehicle body acceleration calculating section 47a is filtered by any one of formulas (1) to (3) by the filter 47b as explained in the configuration section, and the acceleration GB The GBP is kept at an optimal position depending on the state of the vehicle. Then, in the reference torque calculation unit 47c, the reference torque TG (-GBFxW
xRe) is calculated.

The reference torque TG and the integral correction torque T
Subtraction with Sn is performed in a subtraction unit 48, and the proportional correction torque TPn is further subtracted in a subtraction unit 49. In this way, the target torque Tφ is calculated as Tφ−T G −TS n −T P n.

This target torque Tφ, that is, the axle torque Tφ is given to the engine torque calculation unit 5° via the switch S1,
It is converted into target engine torque Te. The lower limit value of this target engine torque Te is limited by a lower limit value setting section 501 that sets a lower limit value Tl1m of engine torque. Then, the target engine torque Tel for which the lower limit value has been set is sent to the target air amount calculation unit 502, and the target engine torque Te
A target air quantity (quality ETh) A/Nm for outputting l is calculated. In addition, the target air amount calculation unit 502 corrects the intake air amount A/NrA (mass) based on the intake air temperature and atmospheric pressure to obtain the intake air amount A under the standard atmospheric pressure state.
/Nv (volume).

The thus calculated target intake air amount A/Nv (volume) is corrected by the intake air temperature in the target air amount correction section 503, and is set as the target air amount A/No.

Then, the target air amount A/No outputted from the target air amount correction section 503 is sent to the equivalent target throttle opening calculation section 504, and the map shown in FIG. 25 is referred to to calculate the engine rotation speed NO and the target air amount. The equivalent target throttle opening θ0 for A/No is determined.

This equivalent target throttle opening θ0 is sent to the target throttle opening calculation unit 505, and is used to calculate the sub throttle valve TH when the throttle opening of the main throttle valve THm23 is 0 m.
The target throttle opening θS for s24 is calculated.

On the other hand, the target air amount A/Nc) corrected and outputted from the target air amount correction section 503 is sent to a subtraction section 506, and is sent to the subtraction section 506, and is applied to the air flow sensor 3 at every predetermined sampling time.
The difference ΔA/N from the current air amount A/N detected at 0 is calculated. This ΔA/N is sent to a PID control section 507 to perform PID control, and an opening degree correction amount Δθ corresponding to the ΔA/N is calculated. This opening degree correction amount Δθ is calculated by the adding section 5
At step 08, the target sub-throttle opening degree θS' is added to the target sub-throttle opening degree θS', and the feedback-corrected target sub-throttle opening degree θS is calculated.

Target sub-throttle opening θS obtained as above
is sent to the motor drive circuit 25 as a sub-throttle valve opening signal, and the opening θS of the sub-throttle valve THs 24 is
is controlled.

Incidentally, the higher driven wheel speed output from the high vehicle speed selection section 37 is subtracted from the wheel speed VFR of the driving wheels in the subtraction section 55. Further, the high wheel speed output from the high vehicle speed selection section 37 is subtracted from the wheel speed VPL of the driving wheels in a subtraction section 56. Therefore,
By estimating the outputs of the subtraction units 55 and 56 to be small, the number of times the brake is used even during a turn is reduced, and the slip of the driving wheels is reduced by reducing the engine torque.

The output of the subtraction unit 55 is multiplied by KB (0
<KB<1), and the output of the subtraction section 56 is outputted to the multiplication section 58.
After being multiplied by (1-KB) in the adder 59, it is added to the slip QDVFR of the right drive wheel.

At the same time, the output of the subtraction section 56 is multiplied by KB in a multiplication section 60, and the output of the subtraction section 55 is multiplied by (1-KB) in a multiplication section 61, and then added in an addition section 62 to produce the output of the left driving wheel. The slip is ffl D V PL.

As shown in Fig. 13, the variable KB changes according to the elapsed time t from the start of traction control, and when the traction control starts, r
It is set to rO, 5J, and as the traction control progresses, it approaches rO, 8J. In other words, when reducing the slip of the driving wheels by braking, it is possible to apply the brakes to both wheels at the same time when braking starts, thereby reducing the unpleasant steering shock that occurs when braking starts on a split road, for example. . On the other hand, the operation when the brake control is continued and the above KB becomes rO, 8J will be described. In this case, when a slip occurs in only one drive wheel, the brake control is performed by recognizing that the other drive wheel has also slipped by 2096 times that of the one drive wheel.

This is because if the brakes on the left and right drive wheels are completely independent, when only one drive wheel is braked and its rotation is reduced, the action of the differential causes the opposite drive wheel to slip and apply the brakes. This is because it is repeated and is not desirable. The slip uDVPR of the right drive wheel is differentiated in a differentiator 63 to calculate its temporal change, that is, the slip acceleration GPR, and the slip mDVPL of the left drive wheel is differentiated in a differentiator 64 to calculate its temporal change. amount, that is, slip acceleration GPL
is calculated. Then, the slip acceleration GFR is sent to the brake fluid pressure change amount (ΔP) calculation unit 65, and the first
With reference to the GFR (GPL)-ΔP conversion map shown in FIG. 4, the amount of change ΔP in brake fluid pressure for suppressing slip acceleration GFR is determined.

Similarly, the slip acceleration GFL is sent to the brake fluid pressure change amount (ΔP) calculation unit 66, and the slip acceleration GFL is sent to the brake fluid pressure change amount (ΔP) calculation unit 66, and the
The FR(GPL)-ΔP conversion map is referred to to determine the amount of change ΔP in brake fluid pressure for suppressing slip acceleration GPL.

Furthermore, the amount of change ΔP in the brake fluid pressure for suppressing the slip acceleration GPR output from the ΔP calculation unit 65
is a ΔP-T conversion unit 67 that calculates the opening time T of the inlet valve 17i when the switch 82a is opened, that is, when the control start/end determination unit 69 determines that the control start condition is satisfied.
given to.

That is, the valve opening time T calculated by this ΔP-T converter 67 is taken as the brake operation time FR of the right drive wheel WPR. Similarly, the brake fluid pressure change amount ΔP for suppressing the slip acceleration GFL output from the ΔP calculation unit 66 is determined when the switch S2b is opened, that is, when the control start condition is satisfied by the control start/end determination unit 69. It is given to the ΔP-T converter 68 which calculates the opening time T of the inlet valve 18i at the time of determination. In other words, this ΔP
- The valve opening time T calculated in the T converter 68 is
This is the brake operation time FL of the left drive wheel WFL. As a result, the left and right drive wheels WFR.

WP+ suppresses the occurrence of more slips.

In addition, in Fig. 14, when applying the brakes when turning, in order to strengthen the brakes on the inner drive wheels,
The inner wheel side when turning is shown by a broken line a. In this way, when turning, the load shifts to the outer wheel side and the inner wheel side becomes prone to slipping. This can sometimes prevent the inner ring from slipping.

Here, FIGS. 30(A) and 30(B) are flowcharts showing the start determination and end determination of the slip control, respectively.

For example, when a vehicle starts or accelerates, an acceleration slip that causes instability of the vehicle body occurs in the drive wheels WPR and WPL due to an increase in engine output due to a sudden depression of the accelerator pedal. This acceleration slip condition occurs as follows. Detected.

That is, in the control start/end determination section 69, the current main throttle opening degree θm obtained from the main throttle position sensor (TPSI) 26 and the sensor data memory 69
Main throttle opening degree θα of previous detection C, ν stored in a
The main throttle opening speed dθm is calculated based on the temporal change Δθm (-〇m−θm'), and this main throttle opening speed dθm is stored in the main throttle opening speed judgment value storage section 7.
If the value exceeds a predetermined determination value θt stored in advance in step 2a, it is assumed that a slip during acceleration operation that causes instability of the vehicle body has occurred, and the switches S1, S2a, and S2b are controlled to close.

And the slip amount DV of the drive wheels Wr'R, WPL
30(A), engine torque control according to the engine torque control and slip control by braking control are started. In this case, when the opening speed dθm of the main throttle valve THII123 exceeds the above-mentioned predetermined judgment value θt, slip control is started according to the slip ffi D V occurring at that point. Slip control can be started at an appropriate timing.

On the other hand, in a state after the slip control is started, for example, when the main throttle valve THm23 is closed by returning the accelerator pedal, the sub-throttle valve T
Regardless of the slip control by adjusting the opening of Hs 24, when the engine output torque decreases and the slip factor of the drive wheels WFR and WFL is eliminated, the slip suppression operation state by the driver's own intention is detected as follows. Ru. That is, in the control start/end determination section 69, first, the current subthrottle opening degree θS obtained from the subthrottle position sensor (TPS2) 27 and the sensor data memory 6
Sub-throttle opening degree θS at the time of previous detection stored in 9a
The temporal change amount Δθs (−1θS−〇s′ 1) is calculated, and the sub-throttle opening change amount ΔθS is less than or equal to a predetermined judgment value θa stored in advance in the sub-throttle opening change judgment value storage section 74a. If so, the current sub-throttle valve TH
The slip control based on the opening control in s23 is not a transient state immediately after the start of control in which the opening of the sub-throttle valve THs has a large change, but slip control is performed using a constant control amount within a predetermined fluctuation range. Become. Further, in such a state where the slip control amount is small, if the current engine output torque TE obtained from the engine torque sensor 72 is less than or equal to a predetermined judgment value Ta stored in advance in the engine torque judgment value storage section 74b, , the main throttle valve THa+ is closed by the accelerator pedal, and the engine torque is controlled to be reduced according to the driver's intention. Then, the control start/end determination unit 69 selects the switches S1 and S2a.

S2b is controlled to open, and the engine torque control according to the slip RDV of the drive wheels WPR and WFL, as well as the slip control by the braking control, are completed as shown in FIG. 30 (B).
. Here, if the control start/end determining section 69 determines that the control has ended, the sub-throttle valve THs 2
The opening degree θS of No. 4 is gradually controlled in the fully open direction, and a standby state is maintained in which a full open detection signal (ON) is obtained from the subthrottle fully open 5W29.

Therefore, according to the acceleration slip prevention device configured as described above, the start determination of slip control is performed using the main throttle valve TI(a
Since the slip control is performed when the opening speed dθI of No. 23 exceeds the predetermined opening speed determination value θt, it becomes possible to start the slip control at an appropriate timing according to the load operation speed.

In the above embodiment, the main throttle valve THa+2 is used as the load operation speed corresponding to the degree of increase in engine output torque.
Although the opening speed dθl of No. 3 was used, this load operation speed may be detected using the depression speed of the accelerator pedal, or the opening speed of a governor lever or the like in a diesel engine vehicle.

Further, in the above embodiment, the main throttle opening speed 60 is stored in advance in the main throttle opening speed judgment value storage section 72a.
The predetermined opening speed determination value θt for the mouth is determined, for example, by the centripetal acceleration (vehicle body turning angle) GY obtained through the centripetal acceleration correction section 54, the vehicle body speed VB based on the wheel speed VR of the driven wheels WRR, WRL, or the speed changer. By making corrections as necessary depending on the gear ratio, etc., it is possible to perform a more accurate control start determination. That is, when correcting based on the vehicle body turning degree GY, if the determination value is decreased in accordance with an increase in the turning degree, the amount of slip during turning can be kept smaller and turning performance can be improved.

Furthermore, in the case of correction based on the vehicle speed VB, by increasing the determination value in accordance with an increase in the vehicle speed, it is possible to perform slip control that focuses on low speeds when slip easily occurs with a slight depression of the accelerator. Furthermore, in the case of correction based on the gear ratio, if the determination value is made smaller as the gear ratio becomes larger, it is possible to perform slip control that focuses on low gears where slip easily occurs with a slight depression of the accelerator.

On the other hand, when correcting the control start judgment value according to the road surface condition, the larger the friction coefficient μ of the road surface, the more the friction coefficient μ
It is determined that the road surface has a large surface area, such as a gravel road or an unpaved road.
As mentioned before, on such a road surface, the maximum value of the friction coefficient μ exists in the area where the slip ratio is large, so a large vehicle acceleration is obtained, and the larger the vehicle acceleration, the larger the above judgment value is. On roads and unpaved roads, acceleration performance can be improved by allowing a slightly larger slip and controlling the slip ratio S within the shaded range in FIG.

Furthermore, in the embodiment described above, the end of slip control is determined when the temporal change amount ΔθS of the sub-throttle opening θS obtained from the sub-throttle position sensor 27 is set to a predetermined judgment value θa.
Although the control is performed below when the output torque TE of the engine 16 is equal to or less than the predetermined determination value Ta, the control termination determination may be performed according to each of the conditions listed below, if necessary.

(2) When the main throttle opening θm obtained by the main throttle position sensor 26 falls below a predetermined opening judgment value.

■When it is detected that the main throttle valve THffI23 has returned to the idle position by the main throttle idle 5W28.

■When the shift lever position sensor detects that the shift position is in Park P or Neutral N.

■When the clutch operation sensor detects that the clutch is in the clutch disengaged position.

■When the brake fluid pressure sensor detects brake fluid pressure higher than a predetermined fluid pressure value.

[Effects of the Invention] As detailed above, according to the present invention, the speed vF of the driving wheels
A slip amount DV is calculated according to the difference between the speed VB of the drive wheel and the speed VB of the non-drive wheel, and at least the drive torque of the drive wheel is controlled to be reduced according to this slip amount DV. an operation speed detection means;
and control start determination means for starting drive torque control according to the amount of slip of the drive wheels when the load operation speed detected by the detection means exceeds a predetermined speed determination value. Correspondingly, by always starting slip control at an appropriate timing, it is possible to provide an acceleration slip prevention device for a vehicle that can reliably suppress slips and improve the acceleration performance of the vehicle.

[Brief explanation of the drawing]

FIG. 1(A) is an overall configuration diagram of a vehicle acceleration slip prevention device according to an embodiment of the present invention, and FIG. 1(B) is a first
Figure (A) is a configuration diagram showing the engine intake system.
Figure 3 is a block diagram showing the control of the traction controller divided into functional blocks; Figure 3 is a diagram showing the relationship between centripetal acceleration GY and variable KG; Figure 4 is a diagram showing the relationship between centripetal acceleration GY and variable Kr. 5 is a diagram showing the relationship between the centripetal acceleration GY and the slip correction ffiVg, FIG. 6 is a diagram showing the relationship between the temporal change amount ΔGY of the centripetal acceleration and the slip correction amount Vd, and FIGS. 7 to 12 The figures show the relationship between the vehicle speed VB and the variable Kv, Figure 13 shows the change over time in the variable KB from the start of brake control, and Figure 14 shows the relationship between the vehicle speed VB and the variable Kv.
The figure shows the relationship between the temporal change in slip amount fifGPR (GFL) and the change amount ΔP in brake fluid pressure. Figures 15 and 18 respectively show the relationship between slip rate S and road surface friction coefficient μ. Fig. 16 is a diagram showing Tllm- characteristics, Fig. 17 is a diagram showing TIim-VB characteristics, and Fig. 19 is a diagram showing Tllm-VB characteristics.
20 is a diagram showing the state of the vehicle when turning, FIG. 20 is a diagram showing the target engine torque-engine rotation speed map, and FIG.
22 is a diagram showing the intake air temperature characteristic of the coefficient Kt, FIG. 23 is a diagram showing the atmospheric pressure characteristic of the coefficient Kp, and FIG. 24 is a diagram showing the atmospheric pressure characteristic of the coefficient Kp.
Figure 25 is a diagram showing the target A/N-engine rotation speed map, Figure 26 is a diagram showing the proportional gain K.
FIG. 27 is a diagram showing the engine rotation speed characteristic with an integral gain of 1, FIG. 28 is a diagram showing the engine rotation speed characteristic with a differential gain Kd, and FIG.
FIG. 9 is a diagram showing engine rotational speed characteristics of conversion gain, and FIGS. 30(A) and 30(B) are flowcharts showing start and end determinations of slip control by the acceleration slip prevention device of the vehicle, respectively. WFR, WFL... Drive wheel, WRI? , WRL...
- Driven wheels, 11 to 14...Wheel speed sensor, 15...
・Traction controller, 16...Engine, 1
7.18...Wheel cylinder, 23...Main throttle valve THm s24...Sub-throttle valve THs,
26...Main throttle position sensor (TPSI)
, 27... Sub-throttle position sensor (TPS)
2), 28... Main throttle idle SW, 29...
・Sub-throttle fully open SW, 30...Air flow sensor (AFS), 45.46...Correction torque calculation unit, 47
c... Reference torque calculation unit, 50... Engine torque calculation unit, 69... Control start/end determination unit, 69a...
・Sensor data memory, 70...Slip determination section, 7
DESCRIPTION OF SYMBOLS 1... Slip judgment value storage part, 72... Engine torque sensor, 73... Main throttle opening speed judgment value storage part, 74a... Sub-throttle opening degree change judgment value storage part,
74b...Engine torque judgment value storage unit, 502...
- Target air amount calculation unit, 504...Equivalent target throttle opening calculation unit, 505...Target throttle opening calculation unit,
Sl. S2a, S2b...switches. Applicant's agent Patent attorney Takehiko Suzue 0.19 Tsukasa λ1ji Toguchi revision January 1 LGY Fig. 3 r Goto lji D0 occupies 襄 GY Fig. (J, 1 seeking TJD 2 JLGY Fig. 5 Figure V ↑ Figure 9 Figure City 1 "Borrowed U Kaiwa Daito 5, the diameter of the base of the sword. ) Pan diagram No. 18 Mouth diagram No. 20 Eshishin Rotenme Uship Ne Figure 21 Ne 19 Figure OA air pressure (AT) Figure 22 Atmospheric pressure (AP) Figure 23 Porridge diagram Diagram 28 shi:/kuchiyoshi r, return pressure Ne Fig. 29 Fig. 2 Shishishiro Surenda Ship Ne Fig. 26 Fig. 30 CB)

Claims (1)

[Claims] In an acceleration slip prevention device for a vehicle, which calculates a slip amount DV according to the difference between the speed VF of a driving wheel and the speed VB of a non-driving wheel, and controls to reduce at least the driving torque of the driving wheel according to the slip amount DV. , a load operation speed detection means for detecting a load operation speed for the engine, and a drive torque control according to the slip amount of the drive wheel when the load operation speed detected by the detection means exceeds a predetermined speed determination value. 1. An acceleration slip prevention device for a vehicle, comprising: control start determination means for starting control.