JPH0263934A - Acceleration slip preventing device for vehicle - Google Patents

Abstract

PURPOSE:To aim at improving the acceleration by constructing a controller for reducing the slip of driving wheels at the time of detecting the slip such as to perform the engine output reducing control according to the lower one of the driving wheel speed. CONSTITUTION:The title device is provided with driving wheel speed sensors 11, 12 and driven wheel speed sensors 13, 14, and the slip quantity DV corresponding to the difference between the driving wheel speed VF and the driven wheel speed VB is calculated in a traction controller 15. When the slip quantity DV is larger than the specified value, driving wheel braking means 17, 18 are operated. The correction torque TP obtained by multiplying the slip quantity DV by the coefficient Kp, the correction torque TS obtained by integrating the slip quantity DV, and the basic torque TG obtained from the acceleration of the driven wheel speed VB are obtained every fixed time so that the target torque TPHI=TG-TP-TS is calculated. When the slip quantity DV is larger than the fixed value, the throttle opening is controlled such as to obtain the target torque TPHI. In this case, the smaller one of the right and left driving wheel speed is selected to be used as the driving wheel speed VF.

Description

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

(Prior Art) Conventionally, a traction control device for preventing drive wheel slip during acceleration is known, as disclosed in Japanese Patent Application Laid-open No. 1-85248.

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

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

[Composition of the invention (means and action for solving the problem) Driven transport velocity VP
a driving wheel speed detecting means for detecting the driving wheel speed VB, a driven wheel speed detecting means for detecting the driven wheel speed VB, a braking means for braking the driving wheels, and a slip according to the difference between the driving wheel speed VF and the driven wheel speed VB. a first means for calculating the amount D■ and starting braking of the driving wheels by the braking means when at least the slip amount DV is larger than a predetermined value, and calculating by multiplying the slip QDv by a coefficient Kp. The correction torque TS is obtained by integrating the correction torque TP and the slip Im DV, and the reference torque TG is obtained from the acceleration of the driven wheel speed VB at predetermined intervals, and the target torque TΦ is calculated.
- As TG-TP-TS, at least the above slip Q
In the acceleration slip prevention device for a vehicle, comprising a driving force control means comprising a second means for controlling the throttle opening degree so that the target torque TΦ is reached when DV is larger than a set value, The detection means includes a first driving transport speed detecting means for detecting one driving transport speed, a second driving transport speed detecting means for detecting the other driving transport speed,
This is an acceleration slip prevention device for a vehicle, comprising a selection means for selecting the smaller one of the one driving transport speed and the other driving transport speed and outputting it as the driving transport speed vF.

According to this device, engine output reduction control is performed in accordance with the lower wheel speed of the drive wheels, so acceleration performance can be improved.

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

Figure 1 shows a vehicle acceleration slip prevention device (14 diagrams). This figure shows a front-wheel drive vehicle.
R is the front right wheel, W [ is the front left wheel, Wl? I?
Is the rear right wheel, WI? L indicates the rear left wheel. Also, 11 is the wheel speed Vr'l of the front right wheel (drive wheel) WFR? 12 is a wheel speed sensor that detects the wheel speed VI'L of the front left wheel (driving wheel) WFL, 13 is a rear right wheel (driven wheel) WRI
? Wheel speed VI? Wheel speed sensor detecting R, 14
Is the wheel speed VI of the rear left wheel (driven wheel) WRL? This is a wheel speed sensor that detects L. The above wheel speed sensor 1
Wheel speeds VFR, VPL, VR detected at 1 to 14
R, VRlj;t)Rakshi E3:/:I:/) is input to the roller 14. The traction controller 15 performs control to prevent the drive wheels from slipping during acceleration, and the engine 16 operates between the main throttle valve THIIl and the sub-throttle valve TH, as shown in FIG.
s, and during normal operation the main throttle valve THm
The output is adjusted by operating the accelerator pedal, and during slip prevention control, the engine output is controlled by controlling the sub-throttle valve THs and the throttle opening θS. Also, is 17 the front right wheel WFI? 18 is the front left wheel WFL.
It is a wheel cylinder that performs braking. Pressure oil is supplied from the hydraulic source 19 to the wheel cylinder 17 through an inlet valve 17i, and pressure oil is discharged from the wheel cylinder 17 to the reservoir 20 through an outlet valve 17o. Further, pressure oil is supplied from the hydraulic pressure source 19 to the wheel cylinder 18 via an inlet valve 18i, and pressure oil is discharged from the wheel cylinder 18 to the reservoir 20 via an outlet valve 18o. It will be done. Opening/closing control of the inlet valves 17i and 18L and the outlet valves 17o and C'18o is performed by the traction controller 15.

Next, referring to FIG. 2, the traction controller 15
The detailed configuration will be explained below. Vehicle speed sensor 11 and 1
The wheel speed VFI of the drive wheel detected in 2? and V
FL is averaged in the averaging section 21 to obtain the average wheel speed (V
FI? +VFL)/2 is calculated. At the same time, the wheel speeds VFR and VFL of the driving wheels detected by the wheel speed sensors 11 and 12 are set to the low vehicle speed selection section (S
L) 22 and wheel speed VI'l? and wheel speed V
['The smaller wheel speed among L is selected and output. Further, the average wheel speed output from the averaging section 21 is multiplied by a variable in a weighting section 23, and the wheel speed output from the low vehicle height selection section 22 is weighted by a variable in a weighting section 24.
After being multiplied by (1-K) in each adder 25
is sent to and added to. As shown in Figs. 3 to 5, the above variables include a variable Ix G that changes according to the centripetal acceleration G that occurs during a turn, a variable K T that changes according to the time t after the start of slip control by the brake, and the vehicle body. speed(
The largest variable KV that changes according to the driven wheel speed (VB) is selected.

Then, the wheel speed output from the adding section 25 is sent to the differentiating section 26 as the drive transport speed VF, where the temporal speed change of the drive transport speed VP, that is, the drive wheel acceleration GW is calculated, and the drive wheel speed is calculated as the drive transport speed VF. It is used when calculating the slip mDV of the ring.

Further, the wheel speed VFR of the right drive wheel detected by the wheel speed sensor 11 is sent to a subtraction section 27, where it is subtracted from a reference drive transport speed VΦ, which will be described later. Drive wheel speed V
PL is sent to the subtraction unit 28 and is calculated as a reference driving transport speed V, which will be described later.
Subtraction with Φ is performed. Then, the output of the subtraction unit 27 is multiplied by a (0<a<1) in the multiplication unit 29, and the output of the subtraction unit 28 is multiplied by (1-a) in the multiplication unit 30, and then added in the addition unit 31. Then, the slip r of the right drive wheel is defined as LDVFR. Similarly, the output of the subtraction section 28 is multiplied by a in the multiplication section 32, and the output of the subtraction section 27 is multiplied by (1-a) in the multiplication section 33, and then added in the addition section 34 to form the left XK 8 It is assumed that the ring slip is mDVFL.

And the slip amount DVPI of the G side driving wheel? is differentiated in the differentiator 35 to obtain the amount of change over time, that is, the slip acceleration G[l? At the same time, the slip amount DVPL of the right drive wheel is differentiated by the differentiator 36 to calculate its temporal change amount, that is, the slip acceleration GPL. And the slip acceleration GFI mentioned above? is sent to the brake fluid pressure change fi1 (ΔP) calculation unit 37,
Gl? shown in Figure 6? I? (The change amount ΔP of the brake fluid pressure for suppressing the slip acceleration GI?l? is determined by referring to the ΔP conversion map. Similarly,
The above slip acceleration GPL is the brake fluid pressure change amount (ΔP
) is sent to the calculation unit 38, and the G PR (G
I'l, ) - ΔP conversion map is referred to, and the amount of change ΔP in brake fluid pressure for suppressing slip acceleration GFL is determined.
(However, D V > 6 Km/l
For +, the larger of the above ΔP and 2 Kg/cIIl is adopted. ). This amount of change ΔP is the inlet valve 17i
(18i) shows the amount of change in the amount of liquid flowing in through (18i). In other words, slip acceleration G PI? (G FL
) increases, ΔP increases, so the driving wheel WI'
R and WPL are braked to lower the driving torque.

Furthermore, the amount of change ΔP in the brake fluid pressure for suppressing the slip acceleration GPR output from the ΔP calculation unit 37
is sent via the switch 39 to the ΔP-T converter 40 which calculates the opening time T of the inlet valve 17i. The switch 39 is closed/opened when the start/end conditions for applying the brake to the drive wheels are met. For example, it is closed when the following three conditions are satisfied. (1) Idle SW is off. (2) Main throttle opening el1
1 is in the shaded area in FIG. (3) Slip mD V
FR (D VPL) > 2-G switch is on again! J Rough 3i1D VI'R (D VFL) >
5゜The above G switch is a switch that turns 0N10FF depending on the magnitude of GPR (GFL), and the GPR
ON when (GPL) > 1g, GPR (GPL) < 0.5
It turns OFF at g (g is gravitational acceleration). Further, the switch 39 is opened, for example, when any of the following three conditions is satisfied. (1) Idle SW is on.

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

Hereinafter, the opening time T calculated in the ΔP-T converter 40
is the invalid liquid amount correction value ΔTl? being controlled by the addition unit 41?
is added to the brake operation time FR for the right drive wheel. Similarly, the amount of change ΔP in the brake fluid pressure for suppressing the slip acceleration GPL output from the ΔP calculation unit 38 is determined by the inlet valve 1 via the switch 42.
The signal is sent to the ΔP-T converter 43 which calculates the opening time T of 8i. The opening time T calculated in this ΔP-T conversion unit 43 is determined by the invalid liquid amount correction value ΔTL being controlled in the addition unit 44.
The braking operation time FL for the left drive wheel is obtained by adding the following. In other words, ΔTR(L)−−ΣΔTi+(1/10)ΣΔT.

(Here, ΔTi is the inlet time and ΔTo is the outlet time.) This corrects the delay between when the fluid volume is increased and when the brake starts to apply. However, ΔT
R(L) can compensate for delays if the maximum is 40m5, so 4
It is clipped at 0+gs.

Also, the wheel speeds VRR and VI? of the driven wheels detected by the wheel speed sensors 13 and 14? L is the high vehicle speed selection section (
SR) 45 and wheel speed VI? R and wheel speed V
The higher wheel speed among RL is selected and output as the vehicle body speed VB.

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

Furthermore, the vehicle body speed VB selected and outputted by the high wheel speed selection section 45 is subjected to a vehicle body acceleration calculation section 47 where the acceleration of the vehicle body speed VB, that is, the vehicle body acceleration 1(an) is calculated. This vehicle acceleration 1 is calculated by dividing the difference between the vehicle speed VBn manually inputted into the vehicle acceleration calculation section 47 this time and the vehicle speed VBFLt inputted into the vehicle acceleration calculation section 47 last time by the sampling time T. Desired.

In other words, VB = GBn-(VBn-VBnr)/
It is assumed that T = (1).

In other words, by calculating the vehicle body acceleration 9B (GB) in the vehicle body acceleration calculation unit 47, the drive torque that can be transmitted to the road surface is estimated from the rotational acceleration VB of the driven wheel generated during acceleration slip of the drive wheel. There is. In other words, the force F that the drive wheels can transmit to the road surface is as follows for a front-wheel drive vehicle. As is clear from the second equation above, the driving force sharing load W
When P and vehicle mass MI3 are constant values, road surface friction coefficient μ and vehicle body acceleration *B are in a proportional relationship. In addition, as shown in Figure 9, when the drive wheel slips and becomes larger than "2", the maximum value of μ is exceeded, and μ decreases toward the "1" point.
approaches. If the slip subsides, the signal passes from "1" to the peak of "2" and enters the region of "2" to "3".

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

Then, the vehicle body acceleration 9B (Gll) obtained in the vehicle body acceleration calculating section 47 is passed through a filter 48 and is made into the vehicle body acceleration GBF. In other words, when the state is in the "1" position in FIG. 9, it quickly shifts to the "2" position, so the previously determined GBPrL-1 and the currently detected GI3
n with the same weighting, GBPrL−(GBPrL
−t + G13 n ) / 2, and “
Between the "2" position and the "3" position, the response is delayed to maintain the acceleration corresponding to the "2" position as much as possible, and in order to improve the acceleration performance, weight is given to the previously calculated GBPn-1.
GBPn-(27GBFn-1+5GIln)/3
2.

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

Further, the vehicle body speed V selected by the high wheel speed selection section 45
B is multiplied by, for example, 1.03 in the constant multiplier 51, and then added to the variable Kl stored in the variable storage 53 in the adder 52 to obtain the reference driving velocity VΦ. Here, as shown in FIG. 10, Kl changes depending on the magnitude of vehicle body acceleration GBF. As shown in Fig. 10, when the vehicle body acceleration GBP (VB) is large, it is determined that the car is traveling on a rough road such as a slow road, and on a slow road, the vehicle is driven in a part with a large slip rate as shown in Fig. 9. Since there is a peak in the friction coefficient μ, the acceleration performance can be improved by increasing K and increasing the reference drive transport velocity VΦ, which is the standard for determining slip, making the determination of slip easier and increasing the slip ratio. There is. Then, the driving velocity vF obtained in the adding section 52 and the reference driving velocity VΦ, which is the output of the adding section 52, are subtracted in a subtracting section 54 to calculate the slip amount DV-VP -VΦ.

Next, the slip amount pv is sent to the TSn calculating section 55 at a sampling time T of, for example, 15 ms, and the slip amount Dv is integrated while being multiplied by a coefficient by 1 to obtain the correction torque TSn. In other words, TSn=Kl ・Σ
As DV+, the correction torque obtained by correcting the slip amount Dv, that is, the integral correction torque TSn is obtained. Also, the above coefficient! is the slip amount DV as shown in FIG.
It changes depending on.

Further, the slip m DV is sent to the TPn calculating section 56 at every sampling time T, and the corrected torque TPn corrected by the slip QDV is calculated. That is, the correction torque corrected by the slip QDV, that is, the proportional correction torque TPn is obtained as TPn - DVxKp (Kp is a coefficient). This coefficient Kp is the 12th
As shown in the figure, it changes depending on the slip amount D■.

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

As a result of the subtraction, the torque lower limit value of TG-TSn is set to Tb, for example, 45 Kg# in the torque lower limit value section 58. Furthermore, in the subtraction unit 59, TG-TSn-TPn
is calculated and set as the target torque TΦ. This target torque TΦ is determined in the engine torque calculation unit 60 as “TΦX
(1/ρM·ρD−t)J is calculated, and the target torque TΦ′ as the engine torque is calculated.

Here, ρM represents a gear ratio, ρD represents a reduction ratio, and t represents a torque ratio. Then, the target torque TΦ as the engine torque calculated by this engine torque calculation unit 60
' indicates that the lowest torque is ro in the lowest torque limiter 61.
kg-mJ. In other words, only the target torque TΦ' equal to or greater than 0 kg-m is output to the correction section 63 via the switch 62. The switch 62 is opened or closed when a certain condition is satisfied, and the process of controlling the throttle opening to control the output torque of the engine to the target torque is started or ended.

The switch 62 is closed when, for example, the following three conditions are satisfied. (1) Idle SW is off. (2) When the main throttle opening em is in the shaded area in FIG.

(3) DVPR (PL) >2. GW>0.2g,
ΔDv>0.2g (where g is gravitational acceleration). Also,
The switch 62 is opened when, for example, any of the following four conditions are satisfied. In other words, (1)
Main throttle opening 19m <0.533 +9s continued for 0.5 seconds. (2) The accelerator switch remains on for 0.5 seconds. (3) Idle SW on continues for 0.5 seconds. (4) ABS operation. Further, in the correction section 63, the target torque TΦ' is corrected according to the water temperature, atmospheric pressure, and intake air temperature.

Then, the target torque TΦ' is determined by the TΦ'θS' converter 6
4, and the equivalent throttle opening θS' is determined when the target torque TΦ' is considered as one throttle. Incidentally, the TΦ'-θS relationship is shown in FIG. The equivalent throttle opening eS' obtained in the TΦ'-es' conversion section 64 is determined by the es'-es conversion section 65.
The sub-throttle opening es is determined when the equivalent throttle opening θS' and the main throttle opening θm are input. And this sub-throttle opening θ
S is output to the limiter 66. This limiter 66 controls the subthrottle opening e when the engine speed Ne is low.
If S is too small, the engine stalls, so a lower limit value is given to the subthrottle opening es. The relationship between this lower limit value and engine speed No. is shown in FIG. As shown in FIG. 14, the lower limit increases in inverse proportion to the engine speed Ne. Then, the sub-throttle valve is controlled so that the sub-throttle opening degree es is achieved, and the engine output is set to the target torque.

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

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

Also, the wheel speed VI'l of the right drive wheel detected by the wheel speed sensor 11? is sent to a subtraction unit 27 and subtracted from a reference drive transport speed VΦ, which will be described later, to obtain the wheel speed V of the left driving wheel detected by the wheel speed sensor 12.
FL is sent to the subtraction unit 28 and is calculated as a reference driving transport speed V, which will be described later.
Subtraction with Φ is performed.

Then, the output of the subtraction section 27 is converted to a in the multiplication section 29.
(Q<a<1), and the output of the subtraction section 28 is multiplied by (1-a) in the multiplication section 30, and then added in the addition section 31 to obtain the slip 1DVPR of the right drive wheel. Similarly, the output of the subtraction section 28 is multiplied by a in the multiplication section 32, and the output of the subtraction section 27 is multiplied by (1-a) in the multiplication section 33, and then added in the addition section 34 to The slip amount is D V PL. For example, when a is rO and 8J, when a slip occurs in one drive wheel, the brake is applied to the other drive wheel by 20%. In this case, if the left and right drive wheels are braked completely independently, when one drive wheel is braked and rotation is reduced, the differential will cause the opposite drive wheel to slip and brake, and this action will be repeated alternately. This is because it is not desirable. The slip mDVPR of the right drive wheel is differentiated in a differentiator 35 to calculate its temporal change, that is, the slip acceleration GPR, and the slip amount DVI'L of the right drive wheel is differentiated in a differentiator 36 to calculate its temporal change, that is, the slip acceleration GPR. The amount of change over time, that is, the slip acceleration GPL is calculated.

Then, the slip acceleration GPR is sent to the brake fluid pressure change amount (ΔP) calculating section 37, and the GPR shown in FIG.
The R(GI'L)-ΔP conversion map is referred to to determine the amount of change ΔP in brake fluid pressure for suppressing the slip acceleration G['R. Similarly, the slip acceleration GPL is the brake fluid pressure change amount (ΔP)'! 5 is sent to the output section 38, and the Gr'l? shown in FIG. (GPL)-
With reference to the ΔP conversion map, the amount of change ΔP in brake fluid pressure for suppressing slip acceleration GFL is determined.

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

Also, the wheel speed VRI of the driven wheels detected by the wheel speed sensors 13 and 14? and VI? L is sent to the high wheel speed selection section (SH) 45, and the wheel speed VRI? and wheel speed Vl? The larger wheel speed among L is selected and output as the vehicle body speed VB. The high wheel speed selection unit 23 takes into account the difference between the inner wheels while traveling on a curve and selects the higher wheel speed between the inner and outer wheels as the vehicle body speed VB, thereby preventing misjudgment of slippage. . In other words, as will be described later, the vehicle speed VB is the Mil speed for detecting the occurrence of slipping, and by increasing the vehicle speed VB while driving on a curve, slippage due to the difference between the inner wheels while driving on a curve can be prevented. This prevents misjudgment of occurrence.

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

Furthermore, the vehicle body speed VB selected and outputted by the high wheel speed selection section 45 is subjected to a vehicle body acceleration calculation section 47 in which an acceleration of the vehicle body speed VB, that is, a vehicle body acceleration vB (GB) is calculated.

Then, the vehicle body acceleration QB (GB) obtained in the vehicle body acceleration calculating section 47 is passed through a filter 48 and is made into a vehicle body acceleration GBF. In other words, in order to quickly transition to the state of position "2" when in the state of position "1" in FIG. 9, GBFn-1 obtained last time and GBn detected this time are averaged with the same weighting, GBFn-+
+ GB n ) / 2, and in order to improve the acceleration by slowing down the response between the "2" position and the "3" position in Figure 9 and maintaining the acceleration corresponding to the "2" position as much as possible, GBPa by giving more weight to GBFrL-1 calculated last time.
-(27GBPn-1+5G13n)/32, the ratio of maintaining the previous vehicle body acceleration GBPn1 is increased.

The vehicle body acceleration GBF is calculated by the reference torque calculation section 49.
The reference torque TG-GBI'xWxRe is calculated. Here, W is the vehicle weight and Re is the tire radius. Then, the 2 calculated by this reference torque calculation section 49
! The quasi-torque TG is sent to the torque lower limit value limiting section 50,
The lower limit value of the reference torque TG is Ta, for example, 45 kg-m.

Also, the vehicle body speed VB selected by the high vehicle height selection section 45
For example, after being multiplied by ■,03 in the constant multiplier 51,
The adding unit 52 adds 1 to the variable stored in the variable storage unit 53.
is added to the standard driving transport speed ■Φ. Here, K
As shown in FIG. 10, l changes depending on the magnitude of the vehicle body acceleration GBF.

As shown in Fig. 10, when the vehicle body acceleration 9B is large,
It is determined that the vehicle is traveling on a rough road such as a sloping road, and in such a case, the value of 1 is increased to increase the standard drive transport speed VΦ, which is the standard for determining a slip, and a slip is determined. By making it sweeter, acceleration is improved. and,
The driving velocity VP obtained in the adding section 52 and the reference driving velocity VΦ, which is the output of the adding section 52, are subtracted in a subtracting section 54 to obtain a slip Q D V -V.
FVΦ is calculated.

Next, the slip m DV is sent to the TSn calculating section 55 at a sampling time T of, for example, 15 ms, and the slip amount DV is integrated while the coefficient is multiplied by 1 to obtain the correction torque TSn. In other words, TSn-KI@ΣD
The correction torque obtained by correcting the slip QDV, that is, the integral type correction torque TSn is obtained as Vl. In addition, + in the above coefficient indicates slip m D as shown in Fig. 11.
V varies depending on V.

Further, the slip m DV is sent to the TPn calculating section 56 at every sampling time T, and the corrected torque TPn corrected by the slip QDV is calculated. That is, the correction torque corrected by the slip amount DV, that is, the proportional correction torque TPn is obtained as TPn - DVXKp (Kp is a coefficient). This coefficient +) is the 12th
As shown in the figure, it changes depending on the slip QDV.

That is, as shown in FIGS. 11 and 12, the coefficient Kl,
Kp is small when DV>0. This is the coefficient Kl, K
This is because if p is increased, the gain becomes larger and the control becomes unstable by increasing the coefficients Kl and Kp even though the change in the slip amount DV is large. In addition, when DV<Q (that is, the shaded area in FIG. 8), the coefficient KI
The gain is increased by increasing Kp. This is a DV
<0, the fluctuation range is VΦ and v as shown in Figure 8.
Since it is only between B, it is small, so the coefficients Kl and Kp
is increased to increase the gain and improve responsiveness. Furthermore, as shown in FIG. 15, when the centripetal acceleration GY increases, that is, when the turning tendency increases, ΔKp (first
By increasing the value of (Figure 2), the value of Kp when DV>00 is increased, and the gain is increased to the extent that the control does not become unstable, suppressing the occurrence of slip on curves and improving turning performance.

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

As a result of the subtraction, the torque lower limit value of TG-TSn is set to Tb, for example, 45 Kg-m in the torque lower limit value section 58. Furthermore, in the subtraction unit 59, TG-TSn-T
Pn is calculated and the eye is set to torque TΦ. This target torque TΦ is determined by [T
ΦX(1/ρM·ρD−t)J is calculated, and target torque TΦ′ as the engine torque is calculated.

Here, 9M represents a gear ratio, ρD represents a reduction ratio, and t represents a torque ratio. Then, the target torque TΦ′ is OKg
-a or higher is connected to the correction unit 63 via the switch 62.
is output to. In this correction section 63, the target torque T
Φ′ is corrected according to water temperature, atmospheric pressure, and intake temperature.

Then, the target torque TΦ' is determined by the TΦ'θS' converter 6
4, and the equivalent throttle opening θS' is determined when the target torque TΦ' is considered as one throttle. Incidentally, the relationship TΦ'-〇s' is shown in FIG. The equivalent throttle opening es' obtained in the TΦ'-〇S' converter 64 is converted to the es'-es converter 65.
The sub-throttle opening es is determined when the equivalent throttle opening es' and the main throttle opening em are input. And this sub-throttle opening θ
S is output to the limiter 66. This limiter 66 provides a lower limit value to the subthrottle opening θS because if the subthrottle opening es is too small, engine stall occurs when the engine speed Ne is low. Then, the sub-throttle valve is controlled so that the sub-throttle opening degree θS is achieved, and the engine output torque is set to the maximum torque that can be transmitted under the current road surface condition.

Note that, in the case where only one throttle valve is used instead of two throttle valves as in this embodiment, the equivalent throttle opening es' becomes the opening of the throttle valve.

[Effects of the Invention] As detailed above, according to the present invention, there is provided an acceleration slip prevention device for a vehicle in which the engine output reduction control can improve the acceleration performance of the vehicle according to the speed of the lower wheel among the driving wheels. can be provided.

[Brief explanation of the drawing]

FIG. 1 is an overall configuration diagram of an acceleration slip prevention device for a vehicle according to an embodiment of the present invention, and FIG. 2 is a block diagram showing control of the trough controller of FIG. 1 separately for each functional block. Fig. 3 is a diagram showing the relationship between centripetal acceleration GY and variable KG, and Fig. 4 is a diagram showing the relationship between centripetal acceleration GY and variable KG, and Fig. 4 shows the time after control start and variable KT.
Figure 5 shows the relationship between vehicle acceleration 9B and variable KV.
Figure 6 shows the relationship between slip acceleration G Fl?
(G PL) and brake fluid pressure change ΔP, Figure 7 is a diagram showing the relationship between engine speed Ne and main throttle opening θ, and Figure 8 is time t and drive transport speed. Figure 9 is a diagram showing the relationship between VP, reference driving velocity Φ, and vehicle speed VB. Figure 9 is a diagram showing the relationship between slip ratio and road friction coefficient μ. Figure 10 is a diagram showing the relationship between vehicle body acceleration G, BP and variable Kl. Figure 11 is a diagram showing the relationship between slip = DV and coefficient 1. Figure 12 is a diagram showing the relationship between slip m DV and coefficient KP. Figure 13 is a diagram showing the relationship between slip = DV and coefficient KP. Figure 13 is a diagram showing the relationship between slip = DV and coefficient KP.
Figure 1 shows the relationship between ' and equivalent throttle opening es'.
Figure 4 is a diagram showing the relationship between engine speed NB and the lower limit value of subthrottle opening es, Figure 15 is a diagram showing the relationship between centripetal acceleration GY and ΔKp, and Figure 16 is a diagram showing the relationship between throttle valve TH.
FIG. 3 is a diagram showing m and THs. 11 to 14...Wheel speed sensor, 15...Traction controller, 16...Engine, 21...Average section, 22...Low vehicle height selection section, 23.24...Weighting section , 37.38...ΔP calculation unit, 46... Centripetal G calculation unit, 55...TSn calculation unit, 56...TPn
Arithmetic unit, 65...θ+n-eS conversion unit. Applicant's agent Patent attorney Takehiko Suzue 1 figure 10 20 (sec) dispute Ij 996th generation 8th issue figure 4 despicable 1ylvs figure 1st number of times Ne day interval figure ``I figure suritsu amount OV Fig. Fig. Single #JIUil/LGBF Fig. l Fig. Nishijin rotation number Ne (rpm) Fig. Fig. 1, Incident display Patent application No. 1983-97276 2, Name of the invention Vehicle acceleration slip prevention device 3 , Relationship with the case of the person making the amendment Patent applicant (828) Mitsubishi Motors Corporation, Figure 16, Figure 4, Agent 3-7-2-5 Kasumigaseki, Chiyoda-ku, Tokyo, Voluntary amendment 7, Contents of amendment (1) In the 17th line of page 5 of the specification, "-ra 14" is corrected to "-ra 15." (2) On page 9, line 19 of the specification, r(18i)J is replaced by r(18i) or outlet valve 17o (
18o) Correct it as J. (3) "Inflow" on page 9, line 20 of the specification is corrected to "inflow or outflow." (4) In the fourth line of page 10 of the specification, the phrase "outputted" is corrected to "outputted." (5) On page 10, line 7 of the specification, replace r17iJ with “
171 and outlet valve 17o.” (6) In the 8th line of page 10 of the specification, the word "is sent.""The opening time of the outlet valve 17o is determined respectively." (7) On page 10, line 10 of the specification, the phrase "the following" is corrected to "(1) to (3) shown below." (8) On page 10, line 11 of the specification, the phrase "conditions" should be corrected to "all conditions." (9) In the third line of page 11 of the specification, the phrase "calculated" is corrected to "calculated of the inlet valve 17i." (10) On page 11, line 9 of the specification, r18iJ is corrected to read "181 and outlet valve 180." (11) In the 10th line of page 11 of the specification, the phrase "is sent.""The opening time of the outlet valve 180 is determined respectively." (12) The phrase "calculated" in page 11, line 11 of the specification is corrected to "calculated of the inlet valve 18i." (13) Specification page 13, line 1, line 6, line 1] and 9
In each line, ``VB J'' is corrected to ``VB ko.'' (14) On page 13, line 11 of the specification, ``2nd formula'' is corrected to ``2nd formula.'' (In the 9th line of page 14 of the 15'y specification, r (GBPn -1+GB n )) J is corrected to r (GBP, -+ 10 GB, ) J. (16) “Maintain acceleration” on page 14, line 12 of the specification.
Correct the statement to ``Estimate a larger maximum torque by estimating the maximum torque with an acceleration close to the acceleration.'' (17) r on page 14, line 14 of the specification (270BPn -1+50Bn) J
(270BI', +5GB n)J. (18) In the first line of page 15 of the specification, the phrase "shall be limited to." shall be corrected to read "limited to." (19) On page 15, line 9 of the specification, rVB J is corrected to l”VB J. (20) On page 16, line 5 of specification, “correction of” is replaced with “integration of.” I am corrected. (21) On page 16, line 11 and line 13 of the specification, the words "amended by" are corrected to read "proportional to". (22) “Subtracted” on page 17, line 19 of the specification.
Correct the statement to ``It will be done.'' (23) In the second line of page 17 of the specification, the phrase "shall be limited to." shall be corrected to read "limited to." (24) In the fourth line of page 17 of the specification, the phrase "TΦ is" is corrected to "based on TΦ." (25) In the 6th line of page 17 of the specification, "(1/ρM・ρD-t)J" is corrected to "1/(pH・ρD-t)J." (26) In the specification, page 17 In the 19th line, the phrase "below" is corrected to "(1) to (3) shown below." (27) On page 17, line 20 of the specification, the phrase "conditions" is corrected to "all conditions." (28) On page 18, line 3 of the specification, replace rGWJ with “
And corrected to GWJ. (29) Page 18 of the specification, line 3 [In 1, "ΔDVJ" is corrected as "and ΔDVJ." (30) Page 18 of the specification, lines 14 and 15, "
The phrase "for the target torque..." is corrected to "for obtaining the target torque TΦ' when the main throttle valve THm and the sub-throttle valve THs are considered as one." (31) On page 19, line 10 of the specification, the phrase "in inverse proportion to rNe" is corrected to "accompanied by a decrease in Ne." (32) “As a control,” on page 20, line 16 of the specification.
The statement has been corrected to read, ``The amount of reduction in engine output is reduced due to control, and acceleration performance is improved.'' (33) On page 24, line 6 of the specification, the statement r 17 iJ is corrected to "171 and outlet valve 170." (34) In the 7th line of page 24 of the specification, the phrase "is sent.""The opening time of the outlet valve 17o is determined respectively." (35) In the 8th line of page 24 of the specification, the phrase "calculated" is corrected to "calculated of the inlet valve 17i." (3B) On page 24, line 14 of the specification, r18iJ is corrected to read "181 and outlet valve 180." (37) In the 15th line of page 24 of the specification, the phrase "is sent." is replaced with "When the amount of change ΔP is positive, the opening time of the inlet valve 18i is changed. The opening time of the outlet valve 18o is determined respectively.'' (38) At the beginning of page 24, line 16 of the specification, the phrase "calculated" is corrected to "calculated of the inlet valve 181." (39) Delete the sentence ``while driving around a curve'' from page 25, line 16 l to line 17 of the specification. (40) In the 15th line of page 26 of the specification, r (GBPn -1+GB n ) ) J is corrected to r (GBP, -+ +GB o) J. (41) "Maintain acceleration" on page 26, line 18 of the specification
Correct the statement to read, "By estimating the maximum torque with an acceleration close to the acceleration, a larger maximum torque can be estimated." (42) r on page 26, line 20 of the specification (270BFn -1+5GBn) J
(27GI31.-, +5GB,) Corrected as J. (43) On page 27, line 9 of the specification, the phrase "shall be limited to." shall be corrected to read "limited to." (44) On page 28, line 11 of the specification, "correction of" is corrected to "integration of." (45) On page 28, line 17 and line 19 of the specification, the words "amended by" are corrected to read "proportional to." (46) In the 4th and 5th lines of page 29 of the specification, the phrase ``this'' is replaced with ``this means that the area larger than VΦ in Figure 8 corresponds to DV>0, but in this area, the DV The range of fluctuation is wide,'' he corrected. (47) On page 29, line 8 of the specification, the phrase ``Rume desu.'' is corrected to ``Rume desu.'' (48) In the first line of page 30 of the specification, "TΦ and" is corrected to "From TΦ." (49) In the third line of page 30 of the specification, the phrase ``subtraction with'' is corrected to ``ga''. (50) In the 6th line of page 30 of the specification, the phrase "shall be" is corrected to "limited to." (51) On page 30, line 8 of the specification, the phrase "TΦ is" is corrected to "based on TΦ." (52) In the 10th line of page 30 of the specification, "(1/ρ fight・ρD・t)J" is corrected as "1/(ρN・ρD−t)J. \, 1 (53γ specification On page 31, line 20, "TΦ'" is corrected to "according to TΦ', the main throttle valve TH- and sub-throttle valve THs." (54) Specification, page 32, line 4 The phrase "of the vehicle" is corrected to read "the vehicle by performing the following." Procedural amendment dated October 12, 1989, Director General of the Japan Patent Office, Yoshi 1) Moon Takeshi 1, Patent Application for Indication of the Case, 1983- No. 97276 No. 2, Name of the invention Vehicle acceleration slip prevention device 3, Relationship to the amended case Patent applicant (62g) Mitsubishi Motors Corporation 4, Agent 3-7-2 Kasumigaseki, Chiyoda-ku, Tokyo 100 Telephone 03 (502) 3181 (main representative)
5. Date of amendment order September 12, 1989 6. Target of amendment 7. Contents of amendment (1) In the "Contents of amendment" of the procedural amendment submitted on July 10, 1999, (13) Correct the content as below. (No change in content) ``Immediately before -G BnJ, 6th line'' on page 13 of the description, line 1
rVB J in each line and 9th line.
Correct it with J. (2) In the same “Contents of amendment”, (15) and (40)
(GBPn-10GBn))J is corrected to r(GBPn-1+GBn)J. (3) In the same "Contents of Amendment", in (22), "Page 17" is corrected to "Page 16." (4) In the same "Contents of Amendment", in (53), "Page 31" is corrected to "Page 30."

Claims (1)

[Claims] A driving wheel speed detection means for detecting the driving wheel speed VF, a driven wheel speed detecting means for detecting the driven wheel speed VB, a braking means for braking the driving wheels, and a difference between the driving wheel speed VF and the driven wheel speed VB. a first means that calculates a slip amount DV according to the slip amount DV and starts braking of the driving wheels by the braking means when the slip amount DV is larger than a predetermined value; The correction torque TS is obtained by integrating the correction torque TP calculated by the above and the slip amount DV, and the reference torque TG is obtained from the acceleration of the driven wheel speed VB at predetermined time intervals, and the target torque TΦ=TG-TP-TS, An acceleration slip prevention device for a vehicle, comprising a driving force control means comprising a second means for controlling the throttle opening so that the target torque TΦ is reached at least when the slip amount DV is larger than a set value, The drive wheel speed detection means includes a first drive wheel speed detection means for detecting the speed of one drive wheel, a second drive wheel speed detection means for detecting the speed of the other drive wheel, and a transport speed of the one drive wheel. and selection means for selecting the smaller one of the other driving wheel speeds and outputting it as the driving wheel speed VF.