JPH0261339A - Accelerating slip controller for vehicle - Google Patents

Abstract

PURPOSE:To abate output torque in an internal combustion engine so optimally according to an accelerating slit in a driving wheel by transferring a calculation characteristic on a variation in the output torque to the opening variation of a throttle valve according to both operating and nonoperating times of a supercharger. CONSTITUTION:Rotating speed of a driving wheel M1 is detected by a means M2, while an accelerating slip of this driving wheel M1 is detected by a means M3 according to this detected result. When this accelerating slip is detected, a throttle valve M5 of an internal combustion engine M4 equipped with a supercharger M7 is driven in the valve closing direction by a means 6 and thereby output torque is checked. In this device, a controlled variable of the throttle valve M5 is calculated by a means 8 on the basis of a variation in output torque to opening variations in the throttle valve M5 and the accelerating slip of the driving wheel. Then, according to both operating and nonoperating times of the supercharger M7, a calculation characteristic on the variation of the output torque is transferred by a means M9.

Description

Detailed Description of the Invention [Industrial Field of Application] The present invention is directed to a vehicle powered by a supercharged internal combustion engine, which controls the opening and closing of a throttle valve of the internal combustion engine to reduce the acceleration slippage of the drive wheels that occurs when the vehicle accelerates. This relates to a vehicle acceleration slip control device that suppresses vehicle acceleration slippage.

[Conventional technology] When acceleration slip occurs in the drive wheels when the vehicle starts or accelerates, various problems occur, such as a loss of maneuverability due to a decrease in lateral drag between the tires and the road surface, and worsening of fuel efficiency. do.

Especially too much? In a vehicle that uses an internal combustion engine as a power source, when the supercharger operates, the output torque of the internal combustion engine increases, making acceleration slip more likely to occur, which poses a more serious problem.

Therefore, various acceleration slip control devices have been proposed in the past to suppress acceleration slip of the drive wheels.One of them is a device that suppresses acceleration slip in the intake system of an internal combustion engine, in addition to a throttle valve that is linked to the accelerator pedal. There is a known device that suppresses the output torque of the internal combustion engine by providing a sub-throttle valve for the engine and driving the sub-throttle valve in the closing direction using the supercharging pressure from the supercharger as the operating source when acceleration slip occurs. Japanese Patent Publication No. 61-15772
No. 8).

[Problem to be Solved by the Invention] In the conventional device described above, the drive device that drives the throttle valve in the closing direction using supercharging pressure is deviation)
The boost pressure is lowered by operating the engine at a duty ratio corresponding to Even if the boost pressure is constant, the output torque of the engine changes depending on the opening degree of the throttle valve and the rotational speed of the internal combustion engine.
It has not been possible to reduce the output torque of the internal combustion engine in accordance with the magnitude of acceleration slip occurring in the drive wheels to promptly suppress acceleration slip.

In other words, in order to quickly suppress acceleration slip, it is sufficient to quickly converge the drive wheel speed to the target speed when acceleration slip occurs.To do this, the output torque of the internal combustion engine must be adjusted to a response speed that corresponds to the magnitude of acceleration slip. However, since the responsiveness of reducing the output torque of an internal combustion engine changes depending on the throttle opening and rotational speed when slip occurs, it is not possible to open and close the sub-throttle valve using only boost pressure as in the conventional method. In this case, it was not possible to reduce the output torque of the internal combustion engine with responsiveness that corresponded to the magnitude of the acceleration slip, and therefore it was not possible to promptly suppress the acceleration slip.

Note that FIG. 7 above shows the output characteristics of the internal combustion engine when boost pressure=atmospheric pressure, that is, when the supercharger is not operating.

On the other hand, the applicant of the present application has proposed an acceleration slip control iMJ device capable of suppressing the output torque of an internal combustion engine according to the magnitude of acceleration slip, as shown in Japanese Patent Application No. 61-297242. Based on the characteristics, a map is created in advance to calculate the coefficient representing the change in the output torque of the internal combustion engine with respect to the change in the opening of the throttle valve, and the coefficient calculated using this map and the acceleration slip occurring in the drive wheels are calculated in advance. We proposed a device that determines the control amount of the throttle valve based on the size. According to this type of device, the output torque of the internal combustion engine can be suppressed according to the magnitude of the acceleration slip, the acceleration slip can be quickly suppressed without deteriorating the acceleration performance of the vehicle, and the rotational speed of the drive wheels can be adjusted to the target speed. This will allow for rapid convergence.

However, in this type of acceleration slip control device, the map is created assuming that the output characteristics of the internal combustion engine are uniquely determined by the throttle opening and rotational speed, so the internal combustion engine can be activated or deactivated based on external commands. If a supercharger whose operation can be switched is provided, there is a problem in that the throttle valve cannot be controlled in accordance with the output characteristics of the internal combustion engine.

In other words, internal combustion engines without a supercharger, and
In the case of an internal combustion engine equipped with a supercharger that is always in an operating angle state, such as the supercharger described in Japanese Patent No. 1-157728, the rotational speed and throttle opening of the internal combustion engine The output characteristics of an internal combustion engine can be expressed as shown in Figure 7.
It is possible to obtain the coefficient representing the change in output torque with respect to the change in opening of the throttle valve using a single map that is set according to this output characteristic. In an internal combustion engine equipped with a supercharger whose operation is switched depending on the operating state of the internal combustion engine, even if the rotational speed of the internal combustion engine is constant, the supercharger is activated and deactivated as shown in Figure 8. Since the output torque characteristics change over time, if the coefficients are determined using a single map as described above, it is not possible to set the control amount according to the output characteristics of the internal combustion engine, which accelerates the output torque of the internal combustion engine. Depending on the degree of pickpocketing, optimal control becomes impossible.

In addition, in the case of a vehicle powered by an internal combustion engine that is equipped with a supercharger whose operating state can be switched according to the operating state of the internal combustion engine, the map for calculating the coefficient can be used to calculate the coefficient when the supercharger is operating and when it is not operating. By creating by averaging the output characteristics of
It is conceivable to suppress the output torque of the internal combustion engine by roughly corresponding to the size of the acceleration pick-up knob, but in reality, the operating state of the supercharger may be switched when executing the acceleration pick-up knob control. In such a case, the output torque of the internal combustion engine changes suddenly, making it impossible to stably execute acceleration slip control.

Therefore, the present invention aims to control the acceleration slide knob of the driving wheels by controlling the opening and closing of the throttle valve in a vehicle powered by an internal combustion engine equipped with a supercharger whose operating state can be switched by an external command as described above. When suppressing, the control amount can always be set according to the output characteristics of the internal combustion engine, and the output torque of the internal combustion engine is suppressed according to the magnitude of acceleration slip occurring on the drive shaft to achieve the target drive wheel speed. This was done for the purpose of quickly converging to the driving wheel speed.

[Means for Solving the Problems] That is, the present invention, which has been made to achieve the above object, includes a drive shaft speed detection means M for detecting the rotational speed of the drive wheel M1, as illustrated in FIG.
2, an acceleration slip detection means M3 that detects acceleration slip of the drive wheel M1 as a parameter of the detected rotational speed of the drive wheel M1; an output torque suppressing means M6 for suppressing the output torque of the internal combustion engine M4 by driving the throttle valve M5 of the internal combustion engine M4 in the closing direction when the internal combustion engine M4 is detected; An acceleration slip control device for suppressing acceleration slip of a vehicle powered by an internal combustion engine M4 having a switchable supercharger M7, the control device controlling the amount of output torque suppression by the output torque suppressing means M6 to the magnitude of the acceleration slip. In order to control the engine accordingly, the amount of change in the output torque with respect to the change in the opening of the throttle valve M5 is determined based on the rotational speed of the internal combustion engine M4 and the opening of the throttle valve M5, and the amount of change and the acceleration slip of the driving wheel M1 are calculated. A control amount calculation means M8 calculates the control amount of the throttle valve M5 from the magnitude of the control amount calculation means M8, and a characteristic of calculating the change amount by the control amount calculation means M8 is switched between when the supercharging IM7 is activated and when it is not activated. The gist of the present invention is an acceleration slip control device for a vehicle, comprising: a calculated characteristic switching means M9 that makes the amount of change correspond to an output characteristic of an internal combustion engine that changes depending on activation/deactivation of a supercharger.

[Function] In the acceleration slip control device of the present invention configured as described above, when the acceleration slip detection means M3 detects acceleration slip of the drive wheel M1, the output torque suppressing means M6 operates to move the throttle valve M5 in the closing direction. internal combustion engine M
4 output torque is suppressed. Further, the control amount of the throttle valve M5 by the output torque suppressing means M6 is determined by the rotation control amount calculating means M8 so that the output torque of the internal combustion engine M4 can be suppressed according to the size of the acceleration knob.
It is calculated from the output torque change amount and the magnitude of the acceleration slip of the driving wheels M1 with respect to the change in the opening degree of the throttle valve M5, which is obtained based on the rotational speed of the internal combustion engine M4 and the opening degree of the throttle valve M5.

Furthermore, the output characteristics of the internal combustion engine M4 differ between when the supercharger M7 is in operation and when it is not in operation. It becomes impossible to control the output torque of the drive wheel M1 according to the magnitude of the acceleration slip generated in the drive wheel M1.
In the present invention, the calculation characteristic switching means M9 allows the supercharger M7
The calculation characteristics of the amount of change by the control amount calculation means M8 are switched between when the supercharger is activated and when it is not activated, and the amount of change is made to correspond to the output characteristics of the internal combustion engine that change depending on whether the supercharger is activated or deactivated. There is.

As a result, according to the present invention, even if the output characteristics of the internal combustion engine M4 change depending on the operating state of the supercharger M7, the internal combustion engine M4
Target drive wheel/speed that reduces the output torque of the drive wheel M1 with responsiveness according to the magnitude of acceleration slip generated in the drive wheel M1, suppresses acceleration slip, and provides maximum acceleration. can be quickly converged.

[Example code] Embodiments of the present invention will be described below with reference to the drawings.

FIG. 2 is a schematic configuration diagram showing the configuration of an engine control system and an acceleration slip control system of a vehicle to which the present invention is applied.

In the figure, 1 stands for the engine that is the power source of the vehicle, and the intake passage 3 of the engine 1 has an air cleaner 5, an air flow meter 7 that detects the amount of intake air, and a drive motor 9 driven by the intake air intake port. The sub-throttle valve 11 opens and closes the intake passage 3, the sub-throttle opening sensor lla detects the opening degree (sub-throttle opening degree) θS of the sub-throttle valve 11, and the intake passage 3 opens and closes in conjunction with the accelerator pedal 13. Main throttle valve 15
, opening degree of the main throttle valve 15 (main throttle opening degree)
A main throttle opening sensor 15a that detects θH, a supercharger 17 that supercharges intake air, an intercooler 19 that cools the intake air whose temperature has increased due to the supercharging of the supercharger 17, a surge tank 21 that suppresses pulsation of the intake air, and Fuel injection valve 2 that supplies fuel to the engine 1
3 is provided.

The supercharger 17 is connected to the output shaft 25 of the engine 1 via an electromagnetic clutch 27, and by connecting the electromagnetic clutch 27 to the output shaft 25 of the engine 1 under predetermined operating conditions, supercharges intake air. It is made possible to provide. Although not shown, an intake passage that bypasses the supercharger 17 is also formed in the intake passage 3. By opening this intake passage when the supercharger 17 stops operating, the intake resistance caused by the supercharger 17 is suppressed, and The supercharging pressure by the supercharger 17 can be adjusted.

Next, the intake air from the intake passage 3 is mixed with fuel injected from the fuel injection valve 23, and is mixed with the fuel injected from the fuel injection valve 23 to form a combustion chamber 1a of the engine 1.
is inhaled. Then, this fuel mixture is ignited by a spark plug 29 in the combustion chamber la, and is then discharged to the outside through an exhaust passage 31. Also, spark plug 29
The igniter 35 is connected via the distributor 33.
A high voltage is applied, and the ignition timing of the fuel is determined by the timing of this application.

The distributor 33 is for distributing the high voltage generated by the igniter 35 to the spark plugs of each cylinder, and is provided with a rotation speed sensor 37 that generates a pulse signal in accordance with the rotation of the distributor 33.

In addition, the exhaust passage 31 has the engine 1
The engine 1 is provided with an air-fuel ratio sensor 39 for detecting the air-fuel ratio of the fuel mixture supplied to the engine 1, and a water temperature sensor 41 for detecting the cooling water temperature.

Next, the air flow meter 7, the main throttle opening sensor 15a
, the rotational speed sensor 37 , the air-fuel ratio sensor 39 , the cooling water temperature sensor 41 , etc., and the detection signals are manually inputted to the engine control circuit 50 . Based on the detection signals from these sensors, the engine control circuit 50 controls the fuel injection valve 23, electromagnetic clutch 27,
, and the igniter 35 to execute well-known fuel injection control, ON/OFF control of the supercharger 17, and ignition timing control, and is configured as a logic operation circuit centered on a microcomputer. .

That is, the engine control circuit 50 includes a central processing unit (CPU) that executes various calculation processes for controlling the engine 1 according to a preset control program.
) 50a, a read-only memory (ROM) 50b storing control programs, control data, etc. necessary for the CPU 50a to execute various arithmetic processes, same <CPU 50a
Random access memory (RAM) in which various data necessary to perform various arithmetic operations are temporarily read and written.
50c, the fuel injection valve 23, according to the calculation result of the CPU 50a while manually inputting the detection signals from each of the above-mentioned sensors;
It is comprised of an electromagnetic clutch 27, a human output port 50d that outputs a drive signal to the igniter 35, and the like.

Next, the detection signal from the sub-throttle opening sensor lla is manually input to the acceleration slip control circuit 60. The acceleration slip control circuit 60 drives the sub-throttle valve 11 in the closing direction via the drive motor 9 when acceleration slip occurs in the left and right drive wheels (rear wheels in this embodiment) 62RL and 62RR of the vehicle. This is the main part related to the present invention that suppresses acceleration slip.

This acceleration slip control circuit 60 includes a detection signal from the sub-throttle opening sensor lla as well as a detection signal from the left and right drive wheels 62R.
Engine 1 to detect the rotational speed of L and 62RR.
A drive wheel speed sensor 66 provided on the output shaft of the transmission 64 transmits the rotational torque of the left and right wheels to the left and right drive wheels 62RL and 62RR, and left and right idle wheels (front wheels in this embodiment) 68FL and 68.
Detection signals from the left and right idle wheel speed sensors 70FL and 70FR, which respectively detect the rotational speed of the wheel 81''R, are also manually input.

Further, like the engine control circuit 50, the acceleration slip control circuit 60 includes a CPU 60a, a ROM 60b, and a RAM.
It is configured as a microcomputer equipped with an output capo 60c and an output capo 0d, and manually inputs detection signals from the above-mentioned sensors via the output capo 60d, and performs vehicle acceleration/slip based on the manually input detection signals. Detect the condition and
The opening and closing of the sub-throttle valve 11 is controlled. The acceleration slip control circuit 60 is connected to the engine control circuit 50, and the rotational speed NE of the engine 1 and the main throttle valve 15 detected by the engine control circuit 50 are controlled by the acceleration slip control circuit 60.
The opening degree of the electromagnetic clutch 27 or the driving state of the electromagnetic clutch 27 by the engine control circuit 50 (that is, the operating state of the supercharger 17) can be detected by the acceleration slip control circuit 60IIl.

Next, the acceleration slip control executed by the acceleration slip control circuit 60 will be explained based on the flowcharts of FIGS. 3 and 4.

First, FIG. 3 is a flowchart showing a control amount calculation process that is repeatedly executed at predetermined time intervals.

As shown in the figure, when this process is started, step 100 is first executed, and the detection signals from the drive wheel speed sensor 66 and the left and right idle wheel speed sensors 70FL and 70FR are manually input, and the vehicle body speed VF and the drive wheel VR are calculated. calculate. Vehicle speed V
F is calculated by multiplying the average value of the outputs of the left and right idle wheel speed sensors 70FL and 70FR, or the larger value thereof, by the circumference of the wheel, and the drive wheel speed VR is calculated by multiplying the output of the drive wheel speed sensor 66 by the circumference of the wheel. Calculated by multiplying.

Next, in the step 110, the vehicle body speed V calculated above is
From F, the target drive wheel speed VS is calculated using the following equation (1).

VS:VF "a..." (1) Here a is 1
With the above constants, the target drive wheel speed VS is set to obtain the maximum frictional force between the drive wheels and the road surface, so a value of about 1°12 to 1.20 is set, taking into account the slip ratio. used.

Note that this target driving wheel speed VS may be calculated using the following equation (2) instead of the above equation (1).

VS=VF+b　　　　-(2) Here, o<b.

Next, in step 120, it is determined whether or not the control execution flag FS, which is set at the start of acceleration slip control in a process to be described later, is in a reset state, that is, the current sub-throttle valve 1
It is determined whether or not opening/closing control No. 1 is being executed, and if it is determined that the control execution flag FS is in a reset state and acceleration slip control is not being executed, the process moves to step 130.

In step 130, it is determined whether the execution conditions for acceleration slip control are satisfied based on whether the main throttle valve 51 is not fully closed and the driving wheel speed VR is equal to or higher than the target driving wheel speed VS. do. If it is determined in step 130 that the conditions for executing the acceleration slip control are not satisfied, the process is temporarily terminated; otherwise, the process proceeds to step 140.

In step 140, after the control execution conditions are established, a predetermined period of time (
For example, it is determined whether or not the predetermined time (8rnsec) has elapsed, and if the predetermined time has not elapsed, the process is immediately terminated.

This is to prevent instantaneous rotational fluctuations of the drive wheels 7, 8 due to unevenness of the road surface from determining that acceleration slip has occurred and starting control.

Next, when it is determined in step 140 that a predetermined period of time has elapsed after the control execution condition was established, the process proceeds to step 150, where the control execution flag FS is set, and then the process proceeds to step 160, in which the electromagnetic Based on the driving state of the clutch 27, it is determined whether the supercharger, that is, the supercharger 17 is operating.

If the supercharger 17 is in operation, the process moves to step 170, and the output characteristics of the engine 1 when the supercharger 17 is in operation are determined based on the engine 10 rotational speed NE and the throttle opening θ. The fifth set
A correction coefficient K representing the amount of change in output torque with respect to a change in throttle opening is calculated using map A shown in FIG. Based on the rotational speed NE and throttle opening θ, the correction coefficient K is calculated using map B shown in FIG. do.

The map used to calculate the correction coefficient K is switched between when the supercharger 17 is in operation and when it is not in operation. The supercharger 17 is operated only when it is determined that the operating conditions for the supercharger 17 are satisfied based on the rotational speed NE of the engine 1 and the rotational speed NE of the engine 1;
This is because even if the rotational speed NE and the throttle opening θ are constant, the output characteristics of the engine 1 change as shown in FIG. 8 depending on the operating state of the supercharger 17.

In other words, in this embodiment, in order to accurately set the correction coefficient K representing a change in output torque with respect to a change in throttle opening θ, according to the output characteristics of the internal combustion engine 1, the supercharger 1
The map for calculating the correction coefficient is switched depending on the operating state of the controller 7.

Each of the above maps is set according to the output characteristics shown in Fig. 7 during supercharging and non-supercharging, and is set in advance with R0M60 b.
is stored within. In addition, when calculating the correction coefficient K using this map, the main throttle opening θ flash detected by the main throttle opening sensor 15a on the engine control circuit 50 side is different from the sub-throttle opening sensor l.
When the sub-throttle opening θS detected by la is lower than the sub-throttle opening θS, the main throttle opening θN is used as the throttle opening θ. When it becomes smaller than θN, the sub-throttle opening θS is used as the throttle opening θ.

Once the correction coefficient K is determined in this way, the following step 19
0, and the control amount bs of the sub-throttle valve 11 is calculated by the following equation (3) % equation % (3), and then the process ends at -1.

The control amount bs is a time differential value of the sub-throttle opening command value θS, and is the target rotational speed of the drive motor 9 that drives the sub-throttle valve.

In the above equation (3), α is the proportional gain, β is the differential gain, △■ is the difference between the target driving wheel speed VS and the driving wheel speed VR (VS - VR), and △V is the time differential value. be.

Next, if it is determined in step 120 that the control execution flag FS is set, that is, if acceleration slip control has already been executed, the process proceeds to step 200 to drive the sub-throttle valve 11, which will be described later. In the process, after opening/closing control is started, it is determined whether the flag Fo, which is set when the sub-throttle opening θS becomes less than the main throttle opening θM, is set, and if the flag Fo is not set, the flag Fo is set. The process moves to step 160.

In addition, if the flag FO is set and the sub-throttle opening θS once becomes equal to or less than the main throttle opening θ after opening/closing control is started, the process moves to step 210, and thereafter the sub-throttle opening θS becomes It is determined whether the main throttle opening degree has become larger than the main throttle opening θ gate. If θN≧θS, the process goes to step 160 again, and if θ is less than θS, it is determined that acceleration slip will no longer occur in the drive wheels, and flags FS and FO are set in steps 220 and 230. After resetting, the process is temporarily terminated.

Next, FIG. 4 is a flowchart showing a subthrottle valve driving process executed at predetermined time intervals to open and close the subthrottle valve 11 based on the control amount bS calculated as described above.

As shown in the figure, when this process is executed, the step 300 first determines whether the opening/closing control execution flag FS is set, and if the opening/closing control execution flag FS is set, the process moves to step 310. Then, it is determined whether the sub-throttle opening degree θS is less than or equal to the main throttle opening degree θN. If θH - θS, the process proceeds to step 320, where the drive motor 9 is driven at high speed to quickly close the sub-throttle valve 11, and then the process is ended by -.

On the other hand, if θ gate ≧ θS, the process moves to step 330 to set the flag Fo, and in the next step 340, the sub-throttle valve 1 is adjusted according to the control amount bs set above.
After driving the drive motor 9 to open and close the door 1, the process ends.

Further, when it is determined in step 300 that the opening/closing control execution flag FS is in the reset state, the process moves to step 350, and it is then determined whether the sub-throttle valve 11 is in the fully open state.

This judgment is based on the sub-throttle opening θS being the maximum value θSMAX.
This is done depending on whether or not θS〈θS
If it is MAX, the drive motor 9 is driven to rapidly open the sub-throttle valve 11 in step 360, and then the process is once terminated.If the sub-throttle valve 55 is fully open, the drive motor 9 is driven in step 370. ．． That is, after stopping the driving of the sub-throttle valve 54, the process is temporarily ended.

That is, in this embodiment, the driving wheel speed VR and the target driving wheel speed V
When acceleration slip of the drive wheels is detected by S, opening/closing control of the sub-throttle valve 11 is started, and then the sub-throttle valve is controlled based on the deviation between the drive wheel speed VR and the target drive wheel speed S. When the opening θS of the sub-throttle valve 11 exceeds the main throttle opening θ, it is determined that the vehicle is in a driving state where there is no need to perform acceleration slip control, and the opening/closing control of the sub-throttle valve 11 is terminated. be.

As explained above, in this embodiment, if an acceleration slip occurs while the supercharger 17 is operating when the vehicle is started, as shown in FIG. θ is rapidly closed to 1, and then the correction coefficient calculated using map A, and the drive wheel speed V representing the magnitude of acceleration slip.
The sub-throttle valve 11 is driven by the control amount Qq calculated based on the deviation between R and the target drive wheel speed S. When the rotational speed NE of the engine 1 decreases due to the driving of the sub-throttle valve 11, and the operating conditions for the supercharger 17 no longer hold, and the supercharger 17 becomes inoperative, the correction coefficient calculation The map is switched to map B, and the control amount ~S of the sub-throttle valve 11 is calculated based on the correction coefficient calculated using map B and the deviation ΔV representing the magnitude of acceleration slip.

In other words, in this embodiment, the control amount S of the sub-storage valve 11 is determined by the deviation between the drive wheel speed VR, which represents the magnitude of the acceleration slip occurring in the drive wheels, and the target drive wheel speed vS, according to the above equation (3). It is calculated based on ΔV and a correction coefficient representing the amount of change in the output torque of the engine 1 with respect to a change in the throttle opening, which is set based on the rotational speed of the engine 1 and the throttle opening θ, and the correction coefficient is The map for determining () is switched depending on the operating state of the supercharger 17.

Therefore, when acceleration slip occurs, supercharger 1
7, it is possible to suppress the output torque of engine 1 according to the magnitude of acceleration slip, and the driving wheel speed quickly converges to the target driving wheel speed without deteriorating the acceleration performance of the vehicle. You will be able to do so. That is, if the calculation map for the correction coefficient is not switched depending on the operating state of the supercharger 17, the sub-throttle valve 11 is closed when the supercharger 17 is switched to the non-operating state, as shown by the dotted line in FIG. However, in this embodiment, there is a problem that the output torque of the engine 1 is suppressed too much when the supercharger 17 is activated. The map for calculating the correction coefficient can be switched according to the operating condition, and the control amount can be set according to the output characteristics of the engine 1 under each operating condition, so the driving wheel speed VR can be quickly adjusted to the target driving wheel speed VS. This is where convergence becomes possible.

Here, in the above embodiment, the operation is performed by an external command.
The explanation has been given using an example of a vehicle powered by an internal combustion engine equipped with a supercharger as a supercharger that can be switched between activation and deactivation. If so, the present invention can be applied.

For example, as a turbocharger that uses exhaust as a driving source,
It is known that the exhaust gas can be switched between activation and deactivation by bypassing the compressor of the turbocharger, but even in vehicles powered by an internal combustion engine equipped with such a turbocharger, By applying the present invention, it is possible to obtain the same effect as described above.

Next, in the above embodiment, the target drive wheel speed is determined from the rotational speed of the idle wheel, and when the drive wheel speed exceeds this target drive wheel speed, acceleration slip of the drive shaft is detected. The driving wheel acceleration may be calculated from the wheel speed, and acceleration slip may be detected when the driving wheel acceleration exceeds a predetermined value.

[Effects of the Invention] As detailed above, according to the acceleration sleeve control device of the present invention, the calculation characteristic of the amount of change by the control amount calculation means is switched between when the supercharger is in operation and when the supercharger is not in operation. The amount of change is made to correspond to the output characteristics of the internal combustion engine, which changes depending on whether the supercharger is activated or not, so even if the output characteristics of the internal combustion engine change depending on the operating state of the supercharger, the The output torque can be reduced with crystal-clear response according to the magnitude of acceleration slip generated on the drive shaft, and the rotational speed of the drive wheels can be quickly converged to the target drive wheel speed. Become.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing the configuration of the present invention, FIG. 2 is a schematic configuration diagram that does not include the configuration of the engine control system and acceleration slip control system of the vehicle of the embodiment, and FIG. 3 is a block diagram showing the configuration of the acceleration slip control circuit 60. A flowchart showing the sub-throttle valve control amount calculation process to be executed, FIG. 4 is a flowchart showing the sub-throttle valve driving process, and FIG. 5 is a flowchart showing the sub-throttle valve drive process, and FIG. 6 is a diagram illustrating the operation of the embodiment; FIG. 7 is a diagram illustrating the output characteristics of the internal combustion engine that change depending on the rotational speed and throttle opening of the internal combustion engine; FIG. 8 is a diagram showing the output characteristics of the internal combustion engine that change depending on the operating state of the supercharger. Ml, 62RL, 62RR... Drive wheel M2.
...Drive wheel speed detection means (66...Drive wheel speed sensor) M3...Acceleration slip detection means M4...Internal combustion engine (1...Engine) M5...Throttle valve (11...-Sub Throttle valve) M6... Output I/Lux suppressing means Ml... Supercharger (17... Supercharger) M8
- Controlled amount calculation means M9 Calculation characteristic switching means 60 Acceleration slip control circuit 60a---CPU 60b・ROM Agent Patent attorney Tsutomu Sadate (and 2 others) Fig. 1 Fig. 3 Fig. 5 Figure (when the supercharger is operating) Figure 7 Throttle opening/'no

Claims (1)

[Claims] Drive wheel speed detection means for detecting the rotation speed of the drive wheels; acceleration slip detection means for detecting acceleration slip of the drive wheels using the detected rotation speed of the drive wheels as one parameter; output torque suppressing means for suppressing output torque of the internal combustion engine by driving a throttle valve of the internal combustion engine in a closing direction when acceleration slip of the driving wheels is detected by the acceleration slip detecting means; An acceleration slip control device for suppressing acceleration slip of a vehicle powered by an internal combustion engine having a supercharger that can be switched between activation and deactivation, the amount of suppression of output torque by the output torque suppression means being determined by the amount of acceleration slip In order to control the engine accordingly, the amount of change in the output torque with respect to the change in the opening of the throttle valve is determined based on the rotational speed of the internal combustion engine and the opening of the throttle valve.
control amount calculation means for calculating a control amount of the throttle valve from the amount of change and the magnitude of acceleration slip of the driving wheels; and the change by the control amount calculation means between when the supercharger is activated and when it is not activated. An acceleration slip control device for a vehicle, comprising: calculation characteristic switching means for switching the calculation characteristic of the amount and making the amount of change correspond to the output characteristic of the internal combustion engine that changes depending on activation/deactivation of the supercharger. .