JPH02204653A - Motor-operated throttle valve controller in engine intake system - Google Patents

Abstract

PURPOSE:To make reference control performable even in case of something wrong with a full-open switch by changing this switch over to a full-open false signal output means when judging trouble of the full-open switch detecting a full-open position of a throttle valve. CONSTITUTION:A traction controller 15 judges the presence of trouble from opening information out of a sub-throttle position sensor 27 detecting opening of a sub-throttle valve 24 and another opening information by motor step data to be outputted to a motor 24M from a motor drive circuit 25 and a trouble judging part 15 judges it in a sub-throttle full-open switch 29, respectively. When the trouble is thus judged, sub-throttle opening being detected by the sub-throttle position sensor 27 in place of a signal of the full-open switch 29 is reached to such equivalent to the full-open opening by the full-open switch 29, and when the detected signal level exceeds a reference level, it is changed over to a false full-open detection signal of the same level. Thus, even when the full-open switch has gone wrong, reference control can be prevented from being disabled.

Description

DETAILED DESCRIPTION OF THE INVENTION [Purpose of the Invention (Industrial Application Field) The present invention relates to an electric motor in an engine intake system that performs backup in the event of a failure of a full-open switch that detects the full-open position of a throttle valve provided in an intake pipe. The present invention relates to a throttle valve control device.

(Prior Art) In recent years, it has become common to introduce electronic control into the engine control of automobiles. For example, the throttle valve installed in the intake pipe is electrically driven depending on the driving condition of the vehicle. An engine output control device that controls engine output by controlling the opening and closing of the engine by adjusting the amount of intake air has been considered.

For example, in a two-throttle type engine output control device in which a main throttle valve that opens and closes in conjunction with the accelerator pedal and a sub-throttle valve that opens and closes by the electric drive means are arranged in series with respect to the intake pipe, A sub-throttle fully open switch is provided to detect a position where no restriction is applied to the amount of intake air, that is, a fully open position of the sub-throttle valve. This sub-throttle full-open switch can directly obtain the full-open position of the sub-throttle valve to the controller as digital data, so it can be used, for example, when detecting a state in which the intake air amount is not restricted at all by the electronic control described above. This is an important source of information for opening/closing control, but if this switch does not operate properly, throttle control based on this switch signal will become impossible.

(Problem to be Solved by the Invention) In other words, if this full-open switch fails, the detection of the full-open position itself, the return process after the control is completed by detecting the full-open position, the process of setting the electric actuator's full-open reference position, etc. All related controls are no longer in place.

The present invention has been developed in view of the above problems, and even if the full-open switch that detects the full-open position of the throttle valve fails, it is possible to obtain a signal to detect the full-open position and prevent related controls from not being performed. An object of the present invention is to provide an electric throttle valve control device for an engine intake system.

[Structure of the Invention] (Means and Effects for Solving the Problems) That is, an electric throttle valve control device for an engine intake system according to the present invention includes a throttle valve that is provided in an intake flow path of an intake pipe and is opened and closed by an electric drive means. a full-open switch that detects the fully open position of the throttle valve; a throttle opening detection means that detects the opening of the throttle valve; and a throttle opening that corresponds to the fully open position of the throttle valve. a full-open pseudo signal output means for outputting a pseudo signal of a full-open detection signal from the full-open switch when the full-open switch is detected; a failure determination means for determining a failure of the full-open switch; and switching means for switching the full-open switch to the full-open pseudo signal output means when the full-open switch is established.

(Embodiment) Hereinafter, a case where an embodiment of the present invention is applied to an acceleration slip prevention device for a vehicle will be described with reference to the drawings.

FIG. 1(A) is a configuration diagram showing an acceleration slip prevention device for a vehicle. The figure shows a front-wheel drive vehicle, and the WP
R indicates the right front wheel, WPL indicates the left front wheel, WRR indicates the right rear wheel, and WRL indicates the left rear wheel. In addition, 11 is the wheel speed VF of the front right wheel (drive wheel) WFR.
12 is a wheel speed sensor that detects the wheel speed VFL of the front left wheel (driving wheel) WPL, and 13 is the wheel speed V of the rear right wheel (driven wheel) WRR.
Wheel speed sensor 14 detects RR, 14 is the rear left wheel (
This is a wheel speed sensor that detects the wheel speed VRL of the driven wheel (driven wheel) WRL. The wheel speeds VFR, VFL, VRR, and VRL detected by the wheel speed sensors 11 to 14 are input to the Hatraxian 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 which is operated, 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 via the air cleaner 21 is transferred to the sub throttle valve THs 24 and the main throttle valve TH+g23.
is drawn into the intake valve side from the surge tank 22a through the auxiliary throttle valve THs24 in series, and
S is the control signal θS from the traction controller 15
O controls the driving force of the engine 16 via the motor drive circuit 25 and its motor 24M.

Here, the motor 24M is, for example, a step motor that rotates by a certain angle per step.
Step data corresponding to the operating angle of the motor 24M is stored in real time in the memory 25a in the motor drive circuit 25 as the actual opening degree of the sub-throttle valve THs24. In this case, if the step data of the motor 24M in the memory 25a changes in the (+) direction, the sub-throttle valve THs 24 operates in the opening direction, and if the step data changes in the (-) direction, the sub-throttle valve THs 24 operates in the opening direction.
This means that Hs 24 has moved in the closing direction. Here, the step data of the motor 24M stored in the memory 25a is written based on the fully open position of the sub-throttle valve THs24.
If the number of motor drive steps corresponding to fully closed and fully open in s24 is "200", the step data "
200" will be written.

The opening degrees θ and θS of the main throttle valve TH11123 and the sub-throttle valve THs 24 are detected by the main throttle position sensor (TPSI) 26 and the sub-throttle position sensor (TPS2) 27, respectively. In addition, the main throttle valve THm23 has a main throttle idle 5W28 that detects the state in which the accelerator pedal is not depressed, that is, the idling state of the engine 16, and the subthrottle valve THs24 has a subthrottle fully open signal that detects the fully open state of the engine 16. 5W29 are provided respectively. Furthermore, an air flow sensor (AFS) 30 is provided downstream of the air cleaner 21 to detect the intake air amount per engine revolution, and the surge tank 22a is provided with a fuel mixture that flows from the intake valve into the combustion chamber. A negative pressure sensor 30a is provided to detect the negative pressure (boost pressure) inside the pipe when flowing into the pipe. Output signals from these sensors 26, 27° 30.30a and 5Ws 28, 29 are all given to the traction controller 15.

FIG. 31 shows a comparison of the output characteristics of the sub-throttle position sensor 27 and the sub-throttle fully open 5W29. Since the output level changes linearly upward in proportion to the amount, the output level can be directly obtained as the sub-throttle opening degree θS. Further, the output level of the sub-throttle fully open 5W29 is ON in the opening direction θOU in the vicinity of the fully open position of the sub-throttle opening θS.

Since it exhibits a hysteresis characteristic in which it turns OFF in the closing direction θOL, the fully open detection position can be obtained as θOU or θOL depending on the direction of operation immediately before the sub-throttle valve THs 24.

On the other hand, in FIG. 1(A), 17 is the front right wheel VF.
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. 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 180. Opening and closing control of the inlet valves 17i and 1811 and the outlet valves 17o and 180 is performed by the traction controller 15.

Here, the driving force control of the engine 16 and the driving wheel WF are performed.
Slip prevention control by braking control of R and WPL is started when the slip amount of drive wheels WPR and WPL exceeds a predetermined slip judgment value α, and when the slip amount becomes below a predetermined slip judgment value α. It will be terminated when

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 84 is an engine torque sensor that detects the output torque of the engine 16. The engine rotation detection signal and the engine torque detected by each sensor 83 and 84 are The detection signal is from the ECU3 above.
2 is output. 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.

In the figure, 11.12 is a wheel speed sensor that detects the wheel speeds VFR, VPL of the driving wheels Wr'R, WFL, and the driving wheel speeds VFR, VPL detected by the wheel speed sensors 11, 12 are The high vehicle speed selection section 31 and the averaging section 32 are also sent. The high vehicle speed selector 31 selects the higher wheel speed of the drive wheel speeds vpR and VPL, and the drive wheel speed selected by the high vehicle speed selector 31 is outputted to a weighted section 33. Ru. Further, the averaging section 32 calculates the average driving wheel speed (V
FR+VFL) /2, and this average part 3
The average driving wheel speed calculated by 2 is weighted by section 34.
is output to. The weighting section 33 is the high vehicle speed selection section 3
1, the higher wheel speed of the driving wheels WPR, WPL selected and outputted is multiplied by KG (variable), and the weighting section 34 calculates the average driving wheel speed outputted by the averaging section 32 by (variable). The driving wheel speed and average driving wheel speed weighted by sections 33 and 34 are given to an adding section 35 and added, and the driving wheel speed VF is is calculated.

Here, the variable KG is a variable that changes according to the centripetal acceleration GY, as shown in FIG.
is proportional to the magnitude of the value up to a predetermined value (for example, 0.1 g), and is set to be "1" above that value.

On the other hand, the driven wheel speeds VRR and VRL detected by the wheel speed sensors 13 and 14 are both sent to a low vehicle speed selection section 36 and a high vehicle speed selection section 37. The low vehicle speed selection section 36 selects the lower wheel speed of the driven wheel speeds VRR and VRL, and the high vehicle speed selection section 37 selects the lower wheel speed side of the driven wheel speed VR.
The high wheel speed side of R and VRL is selected, and the low driven wheel speed selected by the low vehicle speed selection section 36 is weighted in the section 38, and the high wheel speed selected by the high vehicle speed selection section 37 is weighted. The driven wheel speed is outputted to a weighted section 39.

The weighting unit 38 selects and outputs the driven wheel WRI? from the low vehicle speed selection unit 36. , WRL, whichever is lower, is multiplied by Kr (variable), and the weighting section 39 is
Driven wheel WR selected and output by the high vehicle speed selection section 37
The wheel speed of R or WRL, whichever is higher, is multiplied by (1-Kr) (variable), and the weighted driving wheel speeds weighted by the sections 38 and 39 are given to the adding section 40. and the driven wheel speed VR is calculated. The driven wheel speed VR calculated by this addition section 40 is output to a multiplication section 40'. This multiplier 40' multiplies the calculated driven wheel speed VR by (1+α), and the target driving wheel speed Vφ based on the driven wheel speeds VRR and VRL is calculated through this multiplier 40'.

Here, the variable Kr is a variable that changes between "1" and rOJ according to the centripetal acceleration GY, as shown in FIG.

Then, the driving wheel speed V calculated by the adding section 35
F and the target driving wheel speed Vφ calculated by the multiplication section 40' are given to the subtraction section 41.

This subtracting unit 41 subtracts the target driving wheel speed Vφ from the driving wheel speed ■P to calculate the slip amount DVi′ (VP−Vφ) of the driving wheels WPR, WPL. The slip amount DVi' is given to the adding section 42. This adder 42 corrects the slip amount DVi' according to the centripetal acceleration GY and its rate of change ΔGY, and the slip correction fflVg (see FIG. 5) that changes according to the centripetal acceleration GY is the slip amount correction 43, the rate of change ΔGY of the centripetal acceleration GY
Slip correction fiVd that changes according to (see Figure 6)
is given from the slip amount correction section 44. That is, in the addition section 42, the slip amount DVi obtained from the subtraction section is
' by adding each slip correction amount Vg, Vd,
Through this adding section 42, the slip fiDVi corrected according to the centripetal acceleration GY and its rate of change ΔGy is:
For example, it is sent to the TSn calculation section 45 and the TPn calculation section 46 every sampling time T of 15m5.

The calculation section 45a in the TSn calculation section 45 multiplies the above-mentioned slip ff1DVi by a coefficient Kl and calculates the integral correction torque TSn (-ΣKI-DVi), and this integral correction torque TSn' is calculated by the coefficient multiplication section 45b.
sent to. In other words, the integral correction torque TSn' is a correction value for the drive torque of the drive wheels WFR, WPL, and is the correction value for the drive torque of the drive wheels WFR, WPL.

It is necessary to adjust the control gain according to changes in the speed change characteristics of the power transmission mechanism existing between the WFL and the engine 16.
The integral type correction torque "rsn' obtained from a is multiplied by a coefficient GKi that differs depending on the gear position to calculate the integral type correction torque TSn corresponding to the gear position. Here, the above variable K
I is a coefficient that changes depending on the slip amount DVi.

On the other hand, the calculation section 46a in the TPn calculation section 46 calculates the proportional correction torque TPn' (-DV1-Kp) by multiplying the slip amount DVi by the coefficient Kp. Section 46b
sent to. In other words, this proportional correction torque TPn'
Similarly to the above integral correction torque TSn', the driving wheel W
A correction value for the drive torque of the FR and WPL, and the control gain thereof needs to be adjusted in accordance with changes in the speed change characteristics of the power transmission mechanism that exists between the drive wheels WFR and WFL and the engine 16. Then, the coefficient multiplier 46b calculates the proportional correction torque T obtained from the arithmetic unit 46a.
By multiplying Sn' by a coefficient GKp that varies depending on the gear position, a proportional correction torque TPn corresponding to the gear position is calculated.

On the other hand, the driven wheel speed VR obtained by the addition section 40 is sent to the reference torque calculation section 47 as the vehicle body speed V13. This reference torque calculation section 47 first calculates the acceleration GB of the vehicle speed VB in a vehicle acceleration calculation section 47a, and the vehicle body acceleration CB obtained by this vehicle acceleration calculation section 47a is passed through a filter 47b to the vehicle acceleration G.
It is sent to the reference torque calculation unit 47c as BF. This reference torque calculation unit 47c calculates a reference torque TO (=GB
FXWXRe) is calculated using the reference torque TG.
is the torque value that the engine 16 should originally output when accelerating at the vehicle body acceleration GBF.

The filter 47b determines, for example, in three stages how far in time the reference torque TG calculated by the reference torque calculating section 47c is calculated based on the vehicle body acceleration GB. The vehicle body acceleration GBP is the vehicle body acceleration Gin detected this time and the vehicle body acceleration G which is the output of the filter 47b until the previous time.
BFn-1 is calculated according to the current slip ratio S and acceleration state.

For example, if the acceleration of the vehicle is currently increasing and the slip ratio S is in the range "1" in FIG. 15, the vehicle body acceleration GBF is changed to quickly shift to the range "2". , G which is the output of the previous filter 47b
The latest vehicle acceleration GBPn is calculated by averaging BPn-1 and the currently detected GBn with the same weighting using the following equation (1).

GBPn = (GBn+ GBPn-1) / 2
- (1) Also, for example, if the current acceleration of the vehicle is decreasing and the slip ratio S is S > 81 and shifts from the range "2" to "3" shown in Fig. 15, it is possible to In order to maintain the state in the range "2" as long as possible, the vehicle body acceleration GBP is set to the previous output GBPn-1 of the filter 47b.
Compared to when calculating using the above formula (1), weight is placed on
The vehicle body acceleration GBPn having a value close to the previously calculated vehicle body acceleration GBPn-1 is calculated by the following equation (2).

GBPn-CGBn+7GBPn-1)/8 =(
2) Further, for example, when the acceleration of the vehicle is currently decreasing, the slip rate S is S≦81 and the range r shown in FIG.
2J-rlJ, in order to return to the state in the range "2" as much as possible, the vehicle body acceleration GBP is determined by further weighting the previous output GBPn"l of the filter 47b and using the above equation. Compared to the calculation in (2), the vehicle body acceleration GBFn is calculated using the following equation (3) as having a value closer to the previously calculated vehicle body acceleration GBPn-1.

GBPn - (GBn+ 15GBFn-1) / 1
B-= (3) Next, the reference torque TG calculated by the reference torque calculation section 47 is output to the subtraction section 48.

This subtraction section 48 subtracts the integral correction torque TSn calculated by the TSn calculation section 45 from the reference torque TO obtained from the reference torque calculation section 47, and the subtraction data is further sent to the subtraction section 49. It will be done. This subtraction unit 49 further subtracts the proportional correction torque TPn calculated by the TPn calculation unit 46 from the subtraction data obtained from the subtraction unit 48, and the subtraction data drives the drive wheels WFR, WFL. Target torque Tφ of the axle torque to be
It is sent to the engine torque calculation unit 50 via switch S1. In other words, the target torque Tφ has a value according to the following equation (4).

Tφ-T G -T S n -T P n
-(4) The engine torque calculation unit 50 is configured to include the subtraction unit 4
Drive wheel W FR given from 9 via switch S1
.

The target torque Tφ for the WFL is divided by the total gear ratio between the engine 16 and the drive wheel axle to convert it into a target engine torque Te.
is sent to the lower limit setting section 501. This lower limit value setting section 5
01 is the lower limit value of the target engine torque Te calculated by the engine torque calculation unit 50, for example, as shown in FIGS. 16 and 17, depending on the elapsed time t from the start of traction control or the vehicle speed VB The target engine torque Tel is limited by a changing lower limit value TIIa+, and the target engine torque Tel whose lower limit value is limited by the lower limit value setting section 501 is sent to the target air amount calculation section 502. The target air amount calculation unit 502 calculates a target air amount (mass) A/N per one rotation of the edge 22 in the intake pipe 22 in order to output the target engine torque Tel in the engine 16. air ji A
/Nts is determined based on the engine rotational speed Ne and the target engine torque Tel with reference to a three-dimensional map as shown in FIG.

A/Nm -f [Ne, Te1l Here, the above A/N ln is the intake air ff1 (mass) per 21 rotations of the edge, and f [Ne, Tel] is the engine rotation speed Ne and target engine torque Tel as parameters. This is a three-dimensional map.

Note that the target air ff1 (mass) A/Nm is determined by a coefficient K as shown in FIG. 21 with respect to the engine rotation speed Nc.
It may be obtained by multiplying a by the target engine torque Tel as shown in the following formula.

A/N+++ -Ka (Ne)
Then, the target air amount calculation unit 502 corrects the intake air ff1 (mass) A/Nm according to the intake air temperature and atmospheric pressure using the following formula, and calculates the intake air amount (volume) A/Nm under standard atmospheric conditions. Convert to Nv.

A / N v = (A / Ns) / (Kt (AT) * Kp (A
P) 1 Here, A/N v is the amount of intake air (volume) per 21 rotations of the edge, Kt is the density correction coefficient with the intake air temperature (AT) as a parameter (see Figure 22), and Kp is the atmospheric pressure (AP ) with the density correction coefficient (second
(See Figure 3).

In this way, the target intake air ff1 (volume) A/Nv obtained by the target air amount calculation section 502 is calculated by the target air amount correction section 50.
Sent to 03. The target air amount correction section 503 corrects the target intake air m A / N v (volume) calculated by the target air amount calculation section 502 according to the intake air temperature using the following formula, and calculates the target air amount A/No. demand.

A/No-A/Nv * Ka' (AT), where A/No is the target air amount after correction, A/N v is the target air amount before correction, and Ka/ is correction based on intake air temperature (AT). coefficient (see Figure 24).

Next, the target air amount A/N o corrected and outputted by the target air amount correction section 503 is sent to the equivalent target throttle opening calculation section 504. The equivalent target throttle opening calculation unit 504 calculates a second value based on the engine rotation speed No. calculated by the engine rotation sensor 83 at every predetermined sampling time and the target air amount A/No.
Equivalent target throttle opening θ is determined by referring to a map as shown in Fig. 5. This equivalent target throttle opening θ0 is sent to the target throttle opening calculating section 505.

Here, the equivalent target throttle opening degree θ0 is the throttle valve opening degree for achieving the target air amount A/No when the number of throttle valves in the intake pipe 22 is one.

Then, the target throttle opening calculation unit 505 determines the target for the sub throttle valve THs 24 by referring to a map as shown in FIG. 30 based on the equivalent target throttle opening θ0 and the throttle opening θl of the main throttle valve THm23. Find the sub-throttle opening θS'.

On the other hand, the target air amount A/N o corrected and output by the target air amount correction section 53 is also sent to the subtraction section 506. This subtraction unit 506 calculates the difference ΔA/N between the target air amount A/No and the actual intake air ff1A/N detected by the air flow sensor 30 at each predetermined sampling time.
The deviation ΔA/N between the target air amount A/No and the actual air amount A/N is sent to the PID control unit 507. This PID control unit 507 controls the air amount deviation ΔA
The opening correction amount Δθ of the sub-throttle valve THs 24 corresponding to /N is calculated, and this sub-throttle opening correction amount is sent to the adding section 508.

Here, the sub-throttle opening correction amount Δθ obtained by the PID control section 507 is the opening correction amount Δθ obtained by the proportional control.
This is the sum of the opening correction amount Δθ1 based on θp1 integral control and the opening correction amount Δθd based on differential control.

Δθ cocoon Δθp+Δθl+Δθd Δθp=Kp (Ne)* Kth(Ne)*Δ
A/N Δθi −Kl (Ne) * Kth(Ne)
Book Σ (Δ A/N) Δ θ d −Kd (No)
Kth(Ne)* (ΔA/N−ΔA/No1d
) Here, each coefficient Kp, Kl, Kd is a proportional gain (26th
(see figure), integral gain (see figure 27), differential gain (see figure 27),
(see Fig. 28), and Kth is the engine rotation speed Ne
ΔA/N−Δθ conversion gain (29th
), ΔA/N is the deviation between the target air amount A/No and the actual air amount A/N, and ΔA/No1d is ΔA/N at the previous sampling timing.

Then, the adding unit 508 adds the target sub-throttle opening θS calculated by the target throttle opening calculation unit 505 and the sub-throttle opening correction amount Δθ calculated by the PID control unit 507, and performs feedback correction. The target sub-throttle opening degree θSO is calculated. This target sub-throttle opening θSO is sent to the motor drive circuit 25 as a sub-throttle valve opening signal, and the sub-throttle valve THs 2
The opening degree θS of No. 4 is controlled.

On the other hand, the wheel speeds VRR and VRL of the driven wheels WRR and WRL17) detected by the wheel speed sensors 13 and 14 are sent to the centripetal acceleration calculation section 53. The centripetal acceleration calculation section 53 calculates the centripetal acceleration GY' for determining the turning degree of the vehicle, and this centripetal acceleration GY' is sent to the centripetal acceleration correction section 54.

The centripetal acceleration correction section 54 corrects the centripetal acceleration GY' according to the vehicle speed to obtain the centripetal acceleration GY.

GY-Kv .GY' Here, Kv is a coefficient that changes depending on the vehicle speed, as shown in FIGS. 7 to 12.

By the way, the higher driven wheel speed output from the high vehicle speed selection section 37 is sent to the subtraction section 55, and the speed of the right driven wheel W
It is subtracted from the PR wheel speed VFR.

Further, the higher driven wheel speed output from the high vehicle speed selection section 37 is sent to the subtraction section 56, and the left driving wheel WFI
, is subtracted from the wheel speed VFL of . Then, the subtraction section 5
5 is sent to the multiplication section 57, and the subtraction output from the subtraction section 56 is sent to the multiplication section 58. The multiplication section 57 multiplies the subtraction output from the subtraction section 55 by KB (0<KB
<1)L, and the multiplication section 58 multiplies the subtraction output from the subtraction section 56 by (1-KB), and the respective multiplication outputs are sent to the addition section 59 and added to calculate the slip of the right drive wheel WPR. ff1DVFR is determined.

On the other hand, the subtraction output from the subtraction section 56 is sent to the multiplication section 60, and the subtraction output from the subtraction section 55 is sent to the multiplication section 61. The multiplication section 60 converts the subtraction output from the subtraction section 56 into K
Furthermore, the multiplication section 61 multiplies the subtraction output from the subtraction section 55 by (1-KB), and the respective multiplication outputs are sent to the addition section 62 and added. The slip ffi DV PL of the left drive wheel WPL is determined.

Here, the above KB is a variable that changes according to the elapsed time t from the start of traction control, as shown in FIG. As the control progresses, it is set so that it approaches KB -rO,8J. In other words, if the brake control for the left and right drive wheels WFR and WPL is completely independent, when only one drive wheel is braked and its rotation is reduced, the opposite drive wheel will slip due to the action of the differential gear. Therefore, the brake is applied, and the structure is designed to prevent this operation from being repeated.

Next, the slip ffl D V PI? of the right drive wheel WFR obtained by the addition section 59? is sent to the differentiation section 63.

Further, the slip ff1DVFL of the left driving wheel WFL obtained by the adding section 62 is sent to the differentiating section 64.

The differentiating sections 63 and 64 differentiate the slip amounts DVPR and DVPL of the corresponding drive wheels to obtain their temporal changes, that is, the slip accelerations G PR and G FL, and the slip acceleration of the right drive wheel WPR. GFR is sent to the brake fluid pressure change amount (ΔP) calculation unit 65, and the slip acceleration GPL of the left drive wheel WPL is sent to the brake fluid pressure change amount ff1 (ΔP) calculation unit 66. This brake fluid pressure change amount (ΔP) calculation unit 65,66 calculates the slip accelerations GPR, G of each driving wheel WFR, WFL based on the GFR (GPL)-ΔP conversion map as shown in FIG.
The brake fluid pressure change amount ΔP for suppressing PL is determined by the brake fluid pressure change amount ΔP for the left and right drive wheels WPR and WPL, respectively, by the ΔP-T converter 67 and 68.
sent to. This ΔP-T converter 67, 68 converts the brake fluid pressure change amount ΔP of each corresponding drive wheel in FIG.
) The opening time T of the inlet valves 17i and 18i
It controls the opening of the inlet valve 17i for the right driving wheel WPR according to the opening time T obtained by the ΔP-T converter 67, and also controls the opening of the inlet valve 17i for the right driving wheel WPR according to the opening time T obtained by the ΔP-T converter 68. In response to T, the inlet valve 18i for the left driving wheel WFL is controlled to open.

The conversion value based on the broken line a in the GPR (GPL)-ΔP conversion map shown in FIG. 14 is for strengthening the brake control for the inner drive wheels when performing brake control during a turn.

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 Sl.

S2a and S2b are closed/opened when slip control start/end conditions, which will be described later, are satisfied, respectively.
The switches Sl, S2a, and S2b are all controlled to open and close by a control start/end determination 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 section 70 calculates a slip amount DV obtained through a subtraction section 41 and an addition section 42 based on the driving wheel speed vF and the driven wheel speed VR.
It is determined whether or not I exceeds the slip determination value α stored in advance in the slip determination value storage section 71, and this slip determination signal is given to the control start/end determination section 69.

Here, the control start/end determination section 69 outputs a control start signal when the slip determination signal (DVI>α) is input from the slip determination section 70, and outputs a control start signal for the switches Sl, S.
2a and S2b are closed.

The control start/end determination section 69 also includes a slip determination section 7.
When a non-slip determination signal (DVI≦α) is input from 0 to 0, a control end signal is output, and switches Sl, S2a, S
2b is opened.

Moreover, inside the traction controller 15,
Furthermore, a failure determination section 15a is provided. This failure determination section 15a determines whether or not the sub-throttle fully open 5W29, the sub-throttle position sensor 24, etc. shown in FIG. The failure determination unit 15a receives the key ON signal from the ignition SW 51, the auxiliary throttle full open detection signal from the auxiliary throttle fully open 5W29, and the auxiliary throttle opening detection signal from the auxiliary throttle position sensor 27. , motor step data indicating the sub-throttle opening is provided from the memory 25a in the motor drive circuit 25. Further, the control start/end determining section 69 provides a slip control end signal. Here, the failure determining section 15a outputs a failure flag A when determining that the sub-throttle position sensor 27 is a failure, and outputs a failure flag B when determining that the sub-throttle fully open 5W29 is a failure.

On the other hand, the failure determination signal B from the failure determination section 15a is
The signal is sent to the fully open detection circuit of the sub-throttle valve THs24.

FIG. 34 shows the sub-throttle fully open detection circuit, in which the failure determination signal B from the failure determination section 15a is given to the changeover switch KS as its switching signal. In this changeover switch KS, the contact n is connected when the failure determination signal B is not inputted when the subthrottle fully open 5W29 is normal, and the contact m is connected when the failure determination signal B is input. The output end of the sub-throttle fully open 5W29 is connected to the contact n of the changeover switch KS, and the output end of the comparator CP is connected to the contact m. This comparator CP receives a voltage signal corresponding to the sub-throttle opening degree θS obtained by the sub-throttle position sensor (TPS2) 27, and a voltage signal corresponding to the sub-throttle position center t (TPS2) 27 when the sub-throttle valve THs 24 is fully opened. The detection signal level of the sub-throttle opening θS is compared with a predetermined reference voltage signal V ref which is equal to the voltage signal level when the throttle opening θS corresponding to the throttle position is detected.
When it exceeds ref, a pseudo full-open detection signal Os' having the same level as the sub-throttle full-open detection signal Os obtained by the sub-throttle full-open 5W29 is output.

Next, the operation of the vehicle acceleration slip prevention device configured as described above will be explained.

In Figures 1 and 2, wheel speed sensors 13.14
The wheel speed of the driven wheel (rear wheel) output from the high vehicle speed selection section 36. Low vehicle speed selection section 37. It is input to the centripetal acceleration calculation section 53. The low vehicle speed selection section 36 selects the smaller wheel speed of the left and right driven wheels, and the high vehicle speed selection section 37 selects the larger wheel speed of the left and right driven wheels. During normal straight running, if the wheel speeds of the left and right driven wheels are the same, the same wheel speed is selected from the low vehicle speed selection section 36 and the high vehicle 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
.=(5)(V-vehicle speed, r-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
When the distance from to the inner wheel side (W RR) is rl, the tread is Δr, the wheel speed of the inner wheel side (W RR) is vl, and the wheel speed of the outer wheel side (W RL) is v2, then v2/ It is assumed that vl=(Δr+rl)/rl−(6).

Then, by transforming the above equation (6), 1/rl = (v2-vl)/Δr*vl...
(7) It is said that. Then, the claimed center acceleration G characterized by the inner ring side
Y' is GY'swv12/rl = vl 2 (v2-vl)/Δr*vl-vl
It is calculated as (v2-vl)/Δr (8).

That is, the centripetal acceleration GY' is calculated using equation (8). By the way, when turning, the inner wheel speed vl is smaller than the outer wheel speed v2, so the inner wheel speed v
Since the centripetal acceleration GY' is calculated using l, the centripetal acceleration GY' is calculated to be smaller than the actual value. Therefore, the coefficient KG multiplied in the weighting section 33 is the centripetal acceleration GY'
is estimated to be small because it is estimated to be small. Therefore, since the drive wheel speed vF is estimated to be small, the slip ff1DVi' (VF -V,l is also estimated to be small. As a result, the target torque Tφ is estimated to be large, and the target engine torque is estimated to be large. , to provide 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 above equation (8) is calculated as a larger value than the actual value. Therefore, the centripetal acceleration GY′ calculated in the centripetal acceleration calculation unit 53 is the centripetal acceleration correction unit 5
4, and the centripetal acceleration GY' is multiplied by the coefficient Kv in FIG. 7 so that the centripetal acceleration GY becomes smaller at high speeds. 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 weight 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. For example, if the centripetal acceleration GY is 0.9
It is set to "1" when the turning becomes larger than g, and becomes "0" when the centripetal acceleration GY becomes smaller than 0.4 g.
is set to

Therefore, for a turn in which 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+VFL) /2 is weighted in section 34, and (1
-KG) and the above weighting is the output of the section 33 and the adding section 3
5 is added to obtain the driving wheel speed VF. Therefore, if the centripetal acceleration GY becomes, for example, 0.1g or more, KG
-1, so the high vehicle speed selection unit 31 outputs 2
The wheel speed of the larger of the two drive wheels is output. In other words, when the turning angle of the vehicle increases and the centripetal acceleration GY becomes, for example, 0.9g or more, rK
In order to achieve G-Kr-IJ, on the driving wheel side, the wheel speed of the outer wheel with a higher wheel speed is set as the driving wheel speed VF, and on the driven wheel side, the wheel speed of the inner wheel with a lower wheel speed is set as the driven wheel speed VR.
Therefore, the slip f calculated by the subtraction unit 41
f1DV i' (-VP-Vφ) is overestimated. 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 amount DVi' is added to the slip amount DVi' by a slip correction jlVg as shown in FIG. A slip of -11Vd 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 (>0) shown in FIG. 6 are added to the slip m D Vi ' to obtain the slip amount DVi,
In the latter half of the curve, the slip correction amount Vg (>0)
and the slip correction amount Vd C<0) are added to obtain the slip ff1DVi. Therefore, the slip amount D V i in the second half of the turn is the slip amount D V i in the first half of the turn.
By estimating smaller than lDVi, engine output is reduced and lateral force is increased in the first half of the turn,
In the second half of the turn, the engine output is recovered more than in the first half to improve the acceleration of the vehicle.

In this way, the corrected slip amount DVi is sent to the TSn calculation section 45 at a sampling time T of I5 ms, for example. In this TSn calculating section 45, the slip fiDVi is multiplied by a coefficient KI and integrated to obtain a correction torque TSn.

That is, the correction torque obtained by correcting the slip 1DVi, that is, the integral correction torque TSn is obtained as TSn - GKI ΣKl - DVi (KI is a coefficient that changes according to the slip ff1D Vl).

Further, the slip amount DV1 is sent to the TPn calculating section 46 every sampling time T, and the correction torque TPn is calculated. In other words, the correction torque corrected by the slip EtDVI, that is, the proportional correction torque TPn, is determined by setting TPn = GKp DVI ·Kp (Kp is a coefficient).

Furthermore, the values of the coefficients GKi 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 switched and the shift is completed, and when the above-mentioned coefficients GKI and GKp corresponding to the high gear after the shift are used at the time of the shift up, the above-mentioned correction torque T
Since the values of Sn and TPI 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 GB of the vehicle body speed VB. Then, the acceleration C of the vehicle body speed calculated in the vehicle body acceleration calculation section 47a
As explained in the configuration section, B is filtered by one of equations (1) to (3) by the filter 47b, so that the GBF is kept at the optimal position depending on the state of acceleration CB. I have to. Then, the reference torque calculation section 4
7c, the reference torque TG (-GBFxWxR
e) 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 - TG - T Sn - T Pn.

This target torque Tφ, that is, the axle torque Tφ is given to the engine torque calculation unit 50 via the switch S1,
It is converted into target engine torque Te. This target engine torque Te is limited to a lower limit value of the target engine torque To by a lower limit value setting section 501 that sets a lower limit value Tl1m of the engine torque. Then, the target engine torque Tel with the lower limit value is sent to the target air amount calculation section 502 and the target engine torque Te1 is sent to the target air amount calculation section 502.
A target air amount (mass) A/Na+ for outputting l is calculated. In addition, the target air amount calculation unit 502 corrects the above-mentioned intake air ff1A/Nm (mass) based on the intake air temperature and atmospheric pressure, and calculates the intake air mA/Nv in the standard atmospheric pressure state.
(volume).

The target intake air amount A/Nv (volume) calculated in this manner is corrected by the intake air temperature in the target air amount correction section 503, and is set as the target air amount A/N.sub.o.

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 in FIG. 25 is referred to and the engine rotation speed No. and the target air mA The equivalent target throttle opening θ0 for /N o is determined.

This equivalent target throttle opening θ. is sent to the target throttle opening calculating section 505, which refers to the map in FIG. 30 and determines that the throttle opening of the main throttle valve THa+23 is 0m.
The target throttle opening θS' for the sub-throttle valve THs 24 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 current air per revolution of the engine detected at ff1
A difference ΔA/N from A/N is calculated. KonoΔA/NhaP
The signal is sent to I DIII'ga section 507 where PID control is performed, and an opening degree correction amount Δθ corresponding to the ΔA/H is calculated. This opening correction amount Δθ is calculated by adding section 508.
This is added to the target sub-throttle opening θS' to calculate the feedback-corrected target sub-throttle opening θSO.

Target sub-throttle opening θs obtained as above
o is sent to the motor drive circuit 25 as a sub-throttle valve opening signal, and is determined as the opening θ of the sub-throttle valve THs 24.
S 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 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. Therefore, the outputs of the subtraction units 55 and 56 are estimated to be small to reduce the number of times the brake is used even during turning, 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 (], -KB) in the adding section 59, the slip m DV FR of the right drive wheel is obtained. At the same time, the output of the subtraction section 56 is
The output of the subtraction unit 55 is multiplied by (1-KB) in a multiplication unit 61 and then added in an addition unit 62 to obtain the slip ff1DVFL of the left driving wheel.

The above variable KB changes according to the elapsed time t from the start of traction control, as shown in Figure m13, 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 drive wheels by braking, it is possible to apply the brakes to both axles at the same time when braking is started, thereby reducing the unpleasant steering shock that occurs when braking is started 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 slip occurs in only one drive wheel, brake control is performed by recognizing that slip has occurred in the other drive wheel by 20% of 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 amount DVPR of the right drive wheel is differentiated in a differentiator 63 to calculate the amount of change over time, that is, the slip acceleration GFR, and the slip amount DVFL of the left drive wheel is differentiated in a differentiator 64 to calculate the amount of change over time. amount of change, that is, slip acceleration GFI
, is calculated. Then, the slip acceleration GFR is sent to the brake fluid pressure change amount (ΔP) calculation unit 65, and the GFR (GPL)-ΔP conversion map shown in FIG. The amount of change ΔP in pressure is determined.

Similarly, the slip acceleration GFL is sent to the brake fluid pressure change ff1 (ΔP) calculation unit 66, and the GPR (GPL)-ΔP conversion map shown in FIG. 14 is referred to to suppress the slip acceleration GFL. The amount of change ΔP in brake fluid pressure 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 65
is a ΔP-T conversion unit 67 that calculates the opening time T of the inlet valve 17i when the switch S2a 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 WFR. 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
It is assumed that the brake operation time of the left drive wheel WPL is FL. As a result, the left and right drive wheels WFR.

WFL 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, for example, when a vehicle starts and accelerates on a low μ road such as a snow-packed road, the engine output increases by 1 due to the depression of the accelerator pedal, causing acceleration slip in the drive wheels WFR and WPL, and the slip 1 IDVI When the slip determination value α stored in advance in the determination value storage unit 71 is exceeded, the slip determination unit 70 outputs a slip determination signal (DV+>α) to the control start/end determination unit 69. Then, the control start/end determination unit 69 determines that slip suppression control of the drive wheels is required, and switches S1 and S.
2a and S2b are closed. As a result, the drive wheel W
Engine torque control according to slip ff1DV of PR and WFL and slip control by braking control are started.

On the other hand, in the state after the slip control is started, the engine output torque decreases due to the closing operation of the main throttle valve THm2B due to, for example, a return operation of the accelerator pedal.

The slip factor of WFL is eliminated, and the slip amount DV
+ becomes equal to or less than the slip judgment value α stored in advance in the slip judgment value storage unit 71, the slip judgment foot unit 70 sends a slip judgment signal (DVI) to the control start/end judgment unit 69.
≦α) is output. Then, the control start/end determination unit 69 determines that the slip suppression control of the driving wheels is no longer necessary, and opens the switches S1, S2a, and S2b. As a result, the engine torque control according to iDV and the slip control based on the braking control are completed for the slips of the driving wheels WPR and WFL.

Here, when the control start/end determination unit 69 determines that the control has ended, the opening degree θS of the sub-throttle valve THs24 is gradually controlled in the full-open direction, and the full-open detection signal (on ) is placed on standby.

Next, the failure determination operation of the failure determination section 15a provided in the traction controller 15 will be explained.

FIG. 32 is a flowchart showing initial processing for failure determination, and FIG. 33 is a flowchart showing failure determination processing.

First, when the driver operates the ignition key to start the engine 16, a key ON signal from the ignition SW 51 is output to the failure determination section 15H, and the failure determination section 15a executes the failure determination initial process shown in FIG. 32 above. do.

That is, when the ignition SW 51 is turned ON, in step S1, it is determined whether the output signal obtained from the sub-throttle fully open 5W29 is ON or not, and it is determined "YES", that is, the sub-throttle fully open 5W29 is determined to be at the fully open detection position. Then, the process proceeds to step S4, and the process moves to the failure determination process shown in FIG. 33.

Further, if it is determined in step S1 that rNOJ, that is, the sub-throttle fully open 5W29 is not at the fully open detection position (above θOL in FIG. 31), step S2
, based on the motor step data from the motor drive circuit 25, the sub-throttle valve THs 24 reaches the fully open position from the fully closed position (in this case "+20").
0″ step or more) is determined whether or not it has operated, rNOJ
In other words, when it is determined that the sub-throttle fully open 5W29 has not reached the full-open detection position, the sub-throttle valve THs 24 is driven step by step in the full-open direction by the pulse signal from the motor drive circuit 25 in step S3.
In step S1, it is determined that rYESJ, that is, the sub-throttle fully open 5W29 has been turned ON, or in step S2, it is determined that “YES”, that is, that the sub-throttle valve T is turned on.
When it is determined that the Hs 24 has operated sufficiently to reach the fully open position, the process proceeds to step S4, and the process proceeds to the failure determination process shown in FIG. 33.

Next, in the initial failure determination process shown in FIG. 32, the fully open detection signal "
ON" is output, and the process shifts to the failure determination process shown in FIG. 33. First, in step A1, rYE
It is determined to be SJ and the process proceeds to step A2. This step A2
Based on the motor step data from the motor drive circuit 25, it is determined whether the direction of operation immediately before the sub-throttle valve THs 24 is in the fully open direction. When it is determined that the auxiliary throttle valve THs 24 has reached the fully open detection position and rYEsJ, the process proceeds to step A3a, and the fully open detection lower limit position θL of the auxiliary throttle valve THs 24 is set to θoU. That is, in a state where the sub throttle valve THs 24 has just moved in the fully open direction and has reached the fully open detection position, at least the opening degree θS of the sub throttle valve THs 24 is greater than 000, as shown in FIG. 31.

On the other hand, if "NO" is determined in step A2, that is, it is determined that the sub throttle valve THs 24 was operated in the fully open direction immediately before but is within the fully open detection position, step A3
Proceeding to step b, the fully open detection lower limit position θ is set to θOL. In other words, in a state where the sub-throttle valve THs 24 is still in the fully open detection position even if it has operated in the fully closed direction immediately before, the opening degree θS of the sub-throttle valve THs 24 is at least greater than θOL, according to FIG. 31. .

When the fully open detection lower limit position θL of the sub-throttle valve THs 24 is thus set, the process proceeds to step A4, and the sub-throttle opening obtained by the sub-throttle position sensor 27 is determined by subtracting the allowable error δ1 from the lower limit position θL. A comparison is made to determine whether θP exceeds (θ2>θL−δ1). Actual lower limit position θL (-61) of the sub-throttle opening θS that can be considered when “YES” in step A4, that is, the sub-throttle fully open 5W29 is turned ON.
If the opening degree θP of the auxiliary throttle detected by the auxiliary throttle position sensor 27 exceeds , the auxiliary throttle is fully open 5W29.
This means that the sub-throttle opening degree information obtained by the sub-throttle position sensor 27 and the sub-throttle position sensor 27 match, and that the full-open side detection operation by the sub-throttle fully open SW 29 is normal, and the initial processing in FIG.
).

On the other hand, "NO" in the above Ste-Jib A4, that is,
Actual lower limit position θL (-δl) of the auxiliary throttle opening θS that can be considered when the auxiliary throttle fully open 5W29 is turned on
The sub-throttle opening degree θ2 detected by the sub-throttle position sensor 27 does not exceed the sub-throttle position sensor 27, and the sub-throttle is fully open 5W29.
If it is determined that the auxiliary throttle opening information of the auxiliary throttle position sensor 27 does not match, step A
Proceed to step 5 to determine whether the sub-throttle opening degree θM obtained based on the motor step data from the motor drive circuit 25 exceeds the value obtained by subtracting the allowable error δ2 from the lower limit position θL (
A comparison is made: θM>θL−δ2). In step A5, rYEsJ, that is, in step A4, the sub throttle opening information θP of the sub throttle position sensor 27 with respect to the sub throttle fully open 5W29 does not match. Throttle opening information θM
When it is determined that the
．． Of the opening information obtained from each of the auxiliary throttle position sensor 27 and the auxiliary throttle drive motor 24M, only the opening information θP obtained from the auxiliary throttle position sensor 27 showed an abnormal value. Therefore, in step A6a, the failure determination unit 15a determines that the sub throttle position sensor 27 is in failure and sets the failure flag A.
Set.

In addition, if "NO" is determined in step A5, that is, in step A4, the auxiliary throttle opening information θP of the auxiliary throttle position sensor 27 does not match with the auxiliary throttle fully open 5W29, and furthermore, the auxiliary throttle opening based on the motor step data is If it is determined that the information θM does not match, the auxiliary throttle fully open 5W29 does not match the opening information of either the auxiliary throttle position sensor 27 or the auxiliary throttle drive motor 24M, and the auxiliary throttle fully open SW29 is abnormal. This means that a signal has been output. Therefore, the failure determination unit 15a determines that the sub-throttle fully open 5W29 is a failure and sets the failure flag B in step A6b.

When the failure determination process in which the sub-throttle fully open 5W29 is set to the fully open side is thus completed, the process moves to step S5 in the failure determination initial process shown in FIG. 32.

Then, in step S5, the sub-throttle is fully opened 5W.
It is determined whether the output signal obtained from 29 is OFF or not.
YES", that is, if it is determined that the sub-throttle fully open 5W29 is not at the fully open detection position, the process proceeds to step S8, and the process again shifts to the failure determination process in FIG. 33.

Further, when it is determined in step S5 that rNOJ, that is, the sub-throttle fully open 5W29 is at the fully open detection position (above θOL in FIG. 31), step S6
, based on the motor step data from the motor drive circuit 25, the sub-throttle valve THs 24 is moved from the fully open position to the fully open position (in this case "-20").
0” step or more), it is determined whether or not it has operated, and rNOJ
That is, when it is determined that the sub-throttle fully open 5W29 has not reached the fully closed detection position, in step s7 the sub-throttle valve THs 24 is driven one step in the fully closed direction by the pulse signal from the motor drive circuit 25,
Either ``YES'' is determined in step S5, that is, it is determined that the sub-throttle fully open 5W29 has been turned off, or ``YES'' is determined in step S6, that is, it is determined that the sub-throttle valve THs 24 has operated sufficiently to reach the fully closed position. If the determination is made, the process advances to step S8 to proceed to the failure determination process shown in FIG. 33.

In the initial failure determination process shown in FIG. 32, the detection signal "O
FF" is output, the failure determination process shown in FIG. 33 is started. First, in step A1, "NO
” and the process proceeds to step A7. In this step A7, it is determined based on the motor step data from the motor drive circuit 25 whether or not the operating direction immediately before the sub-throttle valve THs 24 is the fully open direction. When it is determined that the sub-throttle valve THs 24 has moved out of the fully open detection position due to the closing drive process and is determined to be rNOJ, the process proceeds to step A8b, where the detection upper limit position θU of the sub-throttle valve THs 24 is set to θOL. In other words, the sub-throttle valve T
In a state where Hs 24 has just moved in the fully open direction and has left the fully open detection position, the opening degree θS of at least the sub-throttle valve THs 24 is equal to or less than θOL, as shown in FIG. 31.

On the other hand, in step A7 above, rYEsJ, that is,
If it is determined that the sub-throttle valve THs 24 has operated in the fully open direction immediately before, but has not yet reached the fully open detection position, the process proceeds to step A8a, where the detection upper limit position θU is set to θOU. In other words, in a state where the sub-throttle valve THs 24 has moved in the full-open direction immediately before but has not reached the full-open detection position, at least the opening degree θS of the sub-throttle valve THs 24 is less than θOU, according to FIG. .

In this way, when the detection upper limit position θU based on the sub-throttle fully open 5W29 of the sub-throttle valve THs 24 is set, the process proceeds to step A9, where the allowable error δ is set for the above-mentioned upper limit position θυ.
Whether or not the sub-throttle opening degree θP obtained by the sub-throttle position sensor 27 is less than the value obtained by adding 1 (θP
θ8+61) is compared. This step A9
At rYEsJ, that is, the subthrottle is fully open 5W29
If the auxiliary throttle opening θ2 detected by the auxiliary throttle position sensor 27 is lower than the actual upper limit position θU (+61) of the auxiliary throttle opening θS that is considered when the throttle is turned OFF, the auxiliary throttle is fully open 5W29 and the auxiliary throttle position sensor 27 It means that the sub-throttle opening degree information matches the sub-throttle opening information, and the sub-throttle fully open side detection operation by 5W29 is determined to be normal, and the process moves to the next process, for example, engine start process.

On the other hand, the actual upper limit position θυ (+61) of the sub-throttle opening θS that can be considered when “NO” in step A9, that is, the sub-throttle fully open 5W29 is turned OFF.
The auxiliary throttle opening degree θP detected by the auxiliary throttle position sensor 27 does not decrease, and the auxiliary throttle is fully open 5W29.
If it is determined that the auxiliary throttle opening information of the auxiliary throttle position sensor 27 does not match, step A
Proceeding to IO, it is determined whether the sub-throttle opening degree θ4 obtained based on the motor step data from the motor drive circuit 25 is less than the value obtained by adding the allowable error δ2 to the upper limit position θU (
A comparison is made between θ9 and θU+62). YES in this step AIO, that is, in step A9, even though the auxiliary throttle opening information θP of the auxiliary throttle position sensor 27 does not match the auxiliary throttle fully open 5W29, in this step AIO, the motor step data When it is determined that the sub-throttle opening information θ□ based on the
29. Sub-throttle position sensor 27. Of the opening information obtained from each of the auxiliary throttle drive motors 24M, only the opening information θP obtained from the auxiliary throttle position sensor 27 showed an abnormal value.

Therefore, in step A11a, the failure determination unit 15a determines that the sub-throttle position sensor 27 is malfunctioning and sets the failure flag A.

Furthermore, in step AIO, rNOJ, that is, in step A9, the auxiliary throttle opening information θP of the auxiliary throttle position sensor 27 with respect to the auxiliary throttle fully open 5W29 does not match, and furthermore, the auxiliary throttle opening information θM based on the motor step data If it is determined that the sub-throttle fully open 5W29 does not match the opening information of either the sub-throttle position sensor 27 or the sub-throttle drive motor 24M,
When the sub-throttle is fully open 5W29, an abnormal signal is output. Therefore, the failure determination unit 15a performs step A11b.
At this point, the sub-throttle fully open 5W29 is determined to be a failure, and a failure flag B is set.

Here, the above δ1 is the sub-throttle position sensor 27
The allowable error δ2 for the sub-throttle opening θP obtained by is the allowable error for the sub-throttle opening θM obtained based on the motor step data.

Next, in the failure determination process shown in FIG.
The sub-throttle fully open detection operation will be explained.

FIG. 35 is a flowchart showing the sub-throttle full-open detection process when the full-open SW is out of service. First, when the fault judgment signal B of the sub-throttle fully open 5W29 is output from the fault judgment section 15a, in step B1, rYEsJ
It is determined that this is the case, and the process proceeds to step B2. At this time, the sub-throttle fully open detection circuit shown in FIG.
The contact n connection of S is switched to the contact m connection.

On the other hand, in step B2, the voltage signal corresponding to the sub-throttle opening degree θS obtained by the sub-throttle position sensor (TPS2) 27 and the throttle position corresponding to the sub-throttle fully open position are detected by the sub-throttle position sensor (TPS2) 27. A predetermined reference voltage signal V ref' equal to the voltage signal level when the opening degree θS is detected is input to the comparator CP. Here, in step B3, the sub-throttle opening degree θS detected by the sub-throttle position sensor 27 indicates that the sub-throttle is fully open 5W29.
When the opening equivalent to the full open detection is reached and the detection signal level exceeds the reference voltage signal level V rer, step B
4, a pseudo full-open detection signal Os' having the same level as the full-open detection signal Os caused by the sub-throttle full-open 5W29 is outputted via the contact m of the switch KS. Then, through step B6, the full-open SW detection process is repeated.

On the other hand, if rNOJ, that is, the sub-throttle opening detection signal level of the sub-throttle position sensor 27, does not exceed the reference voltage signal level V raf in step S3, the process proceeds to step B5, where the pseudo-full-open detection signal Q s / is not output.

That is, even if the sub-throttle fully open 5W29 fails, the sub-throttle opening degree θS detected by the sub-throttle position sensor 27 will be the same as that of the sub-throttle fully open 5W2.
When the opening equivalent to the full open detection signal 9 is reached, a pseudo full open detection signal Os that is equivalent to the specified full open detection signal Os can be output, so that the initial processing of the motor drive step at the full open position of the subthrottle valve THs24 and slip control can be performed. The control for returning the auxiliary throttle valve THs24 to the full open position at the end of the operation can be executed without any trouble at all times.

Therefore, according to the acceleration slip prevention device for a vehicle configured as described above, it is possible to appropriately perform engine torque control and braking control, reliably suppress slip occurring in the drive wheels, and improve the acceleration performance of the vehicle. In addition, the system also determines the failure of the fully open subthrottle 5W29, which is an important information source for the control operation of the subthrottle valve THs 24. In the event of a failure of the fully open 5W29, it is determined based on the subthrottle opening degree detected by the subthrottle position sensor 27. Since the configuration is configured such that the pseudo full-open detection signal Os' is obtained, it is possible to prevent the control processing associated with the detection of the full-open position of the sub-throttle valve THs 24 from not being performed due to a failure of the full-open 5W29.

In the above embodiment, when the sub-throttle fully open 5W29 fails, the pseudo-full-open detection signal Os' is output when the sub-throttle position sensor 27 detects the sub-throttle opening equivalent to the full-open position. For example, when the step data of the motor 24M stored and managed in the memory 25a of the motor drive circuit 25 reaches the number of steps corresponding to the full open position, a pseudo full open detection signal may be similarly output.

Further, in the above embodiment, the ignition SW 51 is turned ON.
According to the operation, a failure determination is made at each of the fully open detection position and the non-full open detection position of the sub-throttle fully open 5W29, but when the slip control end signal is output from the control start/end determination section 69, Failure determination may also be performed.

That is, when the control start/end determining section 69 determines that the slip control has ended, the sub-throttle valve THs
The opening degree θS of 24 is gradually controlled in the full-open direction, and the system waits with the full-open detection signal (on) obtained from the sub-throttle fully open 5W29. At this time, the failure determination process shown in FIG. 33 is started. If so, steps A1-A
6b, fully open detection side, steps A1 → A7 to A11
In b, the failure determination on the non-fully open detection side can be performed in the same manner as in the above embodiments.

Further, the failure determination process for the sub-throttle fully open 5W29 in the above embodiment may be executed each time the output state of the 5W29 changes from 0FF-ON to 0N-OFF, or may be executed at regular intervals.

In other words, in order to determine the failure of the sub-throttle fully open 5W29 at regular intervals, the full-open detection lower limit position θ or the full-open position of the sub-throttle valve THS24 is determined according to the output state of the sub-throttle fully open 5W29 at each time, as in the above embodiment. Detection upper limit position θ. , and for this full open detection lower limit position θ or full open detection upper limit position θU, the auxiliary throttle detection opening θP obtained by the auxiliary throttle position sensor 27 in the same manner as in the above embodiment and the motor drive data are obtained. Failure can be determined by comparing the sub-throttle opening degree θM.

Further, in the above embodiment, in the two-throttle type engine intake system consisting of the main throttle valve THm23 and the sub-throttle valve THs24, the sub-throttle valve THs2
Along with the detection of the full open position in step 4, initial processing of the motor drive step and control to return the sub-throttle valve THs 24 to the full open position at the end of slip control were performed. In a one-throttle type engine intake system that detects the amount of depression and controls the throttle valve according to the amount of depression, initial processing of the motor drive step is performed,
At the time of failure determination, by using the pseudo full-open detection signal in the same manner as in the above embodiment, in addition to controlling the throttle valve, for example, processing to increase the amount of fuel injection or processing to kick down a gear in a vehicle with an automatic transmission, etc. In a device that performs control by detecting the full opening of the throttle valve, the control will not be hindered even when the full open switch is abnormal.

Furthermore, by connecting a resistor between the output of the comparator CP shown in FIG. 34 and the non-inverting side input, hysteresis can be provided in the inverting operation of the comparator CP output, and the above resistance value can be set to an appropriate value. Therefore, when the sub-throttle opening degree θS changes in the fully open direction, θS - θOU, and the sub-throttle fully opens 5.
Comparator C as well as when W29 outputs the full open detection signal Os.
When the output of P is reversed and the sub-throttle opening degree θS changes in the fully closed direction, it is θS−〇〇L, and the above fully open detection signal O
The output of the comparator CP may be inverted similarly to when the s output is stopped.

[Effects of the Invention] As described above, according to the present invention, the throttle valve is provided in the intake flow path of the intake pipe and is opened and closed by electric drive means;
A full open switch that detects the fully open position of the throttle valve, a throttle opening detection means that detects the opening of the throttle valve, and a throttle opening that corresponds to the fully open position of the throttle valve by the throttle opening detection means. a full-open pseudo signal output means for outputting a pseudo signal of a full-open detection signal from the full-open switch when the full-open switch is detected; a failure determination means for determining a failure of the full-open switch; When the full-open switch is detected, the full-open switch is switched to the full-open pseudo signal output means, so even if the full-open switch that detects the full-open position of the throttle valve fails, the full-open position detection signal can be output. Accordingly, it is possible to provide an electric throttle valve control device for an engine intake system that can prevent related controls from not being performed.

[Brief explanation of the drawing]

@1 Figure (A) is an overall configuration diagram of a vehicle acceleration slip prevention device according to an embodiment of the electric throttle valve control device for an engine intake system of the present invention, and Figure 1 (B) is a ). Figure 2 is a block diagram showing the control of the traction controller in Figure 1 divided into functional blocks. Figure 3 is a diagram showing the relationship between centripetal acceleration GY and variable KG. , FIG. 4 is a diagram showing the relationship between centripetal acceleration GY and variable Kr, FIG. 5 is a diagram showing the relationship between centripetal acceleration GY and slip correction amount Vg, and FIG. 6 is a diagram showing the relationship between centripetal acceleration GY and slip correction amount Vg. The figures 7 to 12 showing the relationship with the slip correction amount Vd are the vehicle body speed VB.
FIG. 13 is a diagram showing the change over time in the variable KB from the start of brake control, and FIG. 14 is a diagram showing the temporal change in the pickpocket knob amount G FR (G FL) and the brake fluid. 15 and 18 are diagrams showing the relationship between the slip ratio S and the friction coefficient μ of the road surface, respectively. FIG. 16 is a diagram showing the characteristics of Tlim-, and Figure 17 is a diagram showing TIIa+ -V [3 characteristics, 1st
Figure 9 is a diagram showing the state of the vehicle during turning, Figure 20 is a diagram showing the target engine torque-engine rotation speed map, and Figure 2 is a diagram showing the state of the vehicle when turning.
Figure 1 is a diagram showing the engine rotation speed NO characteristic of coefficient Ka,
Fig. 22 is a diagram showing the intake air temperature characteristics of the coefficient Kt, Fig. 23 is a diagram showing the atmospheric pressure characteristics of the coefficient Kp, and Fig. 24 is a diagram showing the coefficient Ka
Figure 25 is a diagram showing the target A/N-engine rotation speed map, Figure 26 is a diagram showing the engine rotation speed characteristic of proportional gain Kp, and Figure 27 is a diagram showing the engine rotation speed characteristic of integral gain Kl. A diagram showing engine rotation speed characteristics, FIG. 28 is a diagram showing engine rotation speed characteristics of differential gain Kd, FIG. 29 is a diagram showing engine rotation speed characteristics of conversion gain,
Fig. 30 shows an equivalent target throttle opening-raw throttle opening map, and Fig. 31 shows a comparison of the output characteristics of the auxiliary throttle fully open SW and the auxiliary throttle position sensor installed in the engine intake system. 32 is a flowchart showing a failure determination initial process in the engine intake system, FIG. 33 is a flowchart showing a failure determination process in the engine intake system, and FIG. 34 is a flowchart showing a subthrottle full open detection circuit in the engine intake system. The figure shown in Fig. 35 is when the sub-throttle of the engine intake system is fully open S.
12 is a flowchart showing sub-throttle full-open detection processing when the W is out of position. WFR, WFL... Drive wheel, W RR, W RL...
- Driven wheels, 11 to 14...Wheel speed sensor, 15...
- Traction controller, 15a... Failure determination section, 16... Engine, 22... Intake pipe, 23...
Main throttle valve THm, 24=・Sub-throttle valve THs
, 24M...Motor, 25...Motor drive circuit, 2
5a...Memory, 26...Main throttle position sensor (TPSI), 27...Sub throttle position sensor (TPS2), 28...Main throttle idle SW, 29...Sub throttle full open SW , 30・
...Air flow sensor (AFS), 30a...Negative pressure sensor, 45.46...Correction torque calculation unit, 47c.
... Reference torque calculation section, 50 ... Engine torque calculation section, 51 ... Ignition SW, 69 ... Control start/end judgment section, 70 ... Slip judgment section, 71 ...
- Slip judgment value storage unit, 81a to 81d...Fuel injection injector, 82...Engine control unit (ECU), 83...Engine rotation sensor, 8
4... Engine torque sensor, 502... Target air amount calculation section, 504... Equivalent target throttle opening calculation section, 505... Target throttle opening calculation section, Sl. S2a, S2b...switch, KS...changeover switch, CP...comparator, O8...full open detection signal, O
s'...pseudo, full-open detection signal. Centripetal acceleration GV 3 Figure 0.4g 0.9g Centripetal acceleration GV 4 Figure IJ, 1 +9 acceleration GV 5 Figure 6 Vehicle speed VB Figure 7 Vehicle speed VB Figure 8 Vehicle speed VB Figure 9 Fig. 13 Fig. 10 Vehicle speed VB Fig. 11 Fig. 12 Fig. 14 Fig. 15 Elapsed time from start of control Fig. 16 Fig. 19 Fig. Vehicle speed VB (in m/h) from start of control Fig. 17 Tires Slip ratio S Fig. 18 Fig. 20 Fig. 21 Intake air temperature (A) Fig. 22 Atmospheric pressure (AP) Fig. 23 Fig. 25 Engine rotation speed Ne Fig. 26 Fig. 24 Fig. 27 Fig. 28 Figure 29 Figure 30 Figure 31 Figure 32

Claims (1)

[Claims] A throttle valve provided in an intake flow path of an intake pipe and opened and closed by an electric drive means, a full open switch for detecting the fully open position of the throttle valve, a throttle opening detection means for detecting the opening of the throttle valve, and full-open pseudo signal output means for outputting a pseudo signal of a full-open detection signal from the full-open switch when the throttle opening detection means detects a throttle opening corresponding to the full-open position of the throttle valve; An engine intake system characterized by comprising a failure determining means for determining a failure, and a switching means for switching the fully open switch to the fully open pseudo signal output means when the failure determining means determines that the fully open switch has failed. Electric throttle valve control device in the system.