JPH0263936A - Acceleration slip preventing device for vehicle - Google Patents

Abstract

PURPOSE:To enable to inhibit the generation of slip and improve the turning performance by increasing the value of the coefficient Kp in calculating the proportional correction torque TPn in case of the slip DV>0 so as to increase the gain to such an extent that the control does not become unstable. CONSTITUTION:The title device is provided with driving wheel speed sensors 11, 12 and driven wheel speed sensors 13, 14, and driving wheel braking means 17, 18 are operated according to the slip quantity DV obtained in response to the difference between the driving wheel speed VF and the driven wheel speed VB in a traction controller 15. The target torque TPHI= TG-KiSIGMADV-KpDV is calculated from the correction torque TP obtained by multiplying the slip quantity DV by the coefficient Kp, the correction torque TS obtained by intergrating the slip quantity DV, and the basic torque TG obtained from the acceleration of the driven wheel speed VB, and when at least the slip quantity DV is larger than the fixed value, the engine output is controlled to obtain the target torque TPHI. The coefficient Kp is made smaller in case of DV>0 than in case of DV<0, and the value of the coefficient Kp of the DV<0 side is increased as the centripetal acceleration GY becomes larger.

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 on the drive wheels is reduced, slip will immediately occur on the drive wheels.

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

[Structure of the invention] (Means and effects for solving the problem) Drive wheel speed VP
a driving wheel speed detecting means for detecting the driven wheel speed VB, a driven wheel speed detecting means for detecting the driven wheel speed VB, a braking means for braking the driving wheels, and a driving wheel speed detecting means for detecting the driven wheel speed VB; a first means for calculating the slip QDV and starting braking of the driving wheels by the braking means when at least the slip=OV is larger than a predetermined value; and a correction calculated by multiplying the slip iDV by a coefficient Kp. The correction torque TS is obtained by integrating the torque TP and the slip amount Dv (Kl ΣDV, Kl is a coefficient), the reference torque TG is obtained from the acceleration of the driven wheel speed VB, and the target torque T
Φ鴫TG-Ki :l:DV-Kp DV and shite, at least when the above-mentioned slip mDV is larger than the set value, driving force control consisting of a second means for controlling the engine output so that the target torque TΦ is achieved. The coefficient Kp is made smaller when DV>0 than when DV<O, and as the centripetal acceleration GY increases, the value of the coefficient Kp on the DV<0 side is increased. This is an acceleration slip prevention device for a vehicle characterized by the following.

According to this device, when DV>0, the value of Kp is increased to an extent that the control does not become unstable, and the gain is increased to suppress the occurrence of slip and improve turning performance.

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

FIG. 1 is a configuration diagram showing an acceleration slip prevention device for a vehicle. The figure shows a front-wheel drive vehicle, Wl! 1?
1 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) WPR.
12 is a wheel speed sensor that detects the wheel speed VFL of the front left wheel (driving wheel) Wr'L, 13 is a rear right wheel (driven wheel) WI? 14 is a wheel speed sensor that detects the wheel speed VRL of the rear left wheel (driven wheel) WRL. Wheel speed Vt'l detected by the wheel speed sensors 11 to 14? , VPL, Vl? R,V
RL is input to the traction controller 14. This traction controller 15 performs control to prevent the drive wheels from slipping during acceleration, and the engine 16 is connected to the main throttle valve TH+ as shown in FIG.
During normal operation, the output is adjusted by operating the main throttle valve THm with the accelerator pedal, and during slip prevention control, the subthrottle valve THs throttle opening es is adjusted. control to control engine output. Further, 17 is a wheel cylinder for braking the front right wheel WPR;
8 is a wheel cylinder that brakes the front left wheel WPL.

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

Next, referring to FIG. 2, the traction controller 15
The detailed configuration will be explained below. Vehicle speed sensor 11 and 1
The wheel speed Vl) of the drive wheels detected in 2) R and V
PL is averaged in the averaging section 21 to obtain the average wheel speed (V
FR+Vr'L)/2 is calculated. At the same time, the wheel speeds VFR and VPL of the drive wheels detected by the wheel speed sensors 11 and 12 are determined by a low vehicle speed selection section (SL) 22.
The smaller wheel speed of wheel speed VFR and wheel speed VPL is selected and output. moreover,
The average 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 vehicle height selection section 22 is weighted (1-
K) After being multiplied, each signal is sent to the adding section 25 and added. The above variables include a variable K G that changes according to the centripetal acceleration G that occurs during turning, as shown in Figures 3 to 5.
, the variable KT that changes according to the time t after the start of the slip control by the brake, and the variable KV that changes according to the vehicle body speed (driven wheel speed) VB, the largest one is selected.

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

Further, the wheel speed VFR of the right driving wheel detected by the wheel speed sensor 11 is sent to a subtraction section 27, where it is subtracted from a reference driving wheel speed VΦ, which will be described later. Drive wheel speed V
PL is sent to the subtraction unit 28 and is calculated as a reference driving wheel speed V, which will be described later.
Subtraction with Φ is performed. Then, the output of the subtraction unit 27 is multiplied by a (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. This is the slip mDVFR of the right drive wheel. Similarly, the subtraction section 2
The output of 8 is multiplied by a in the multiplication section 32, and the output of the subtraction section 2
After the output of 7 is multiplied by (1-a) in the multiplier 33,
The slip Q of the left driving wheel is added in the adding section 34.
DV FL.

The slip HD V FR of the right drive wheel is differentiated in a differentiator 35 to calculate the amount of change over time, that is, the slip acceleration GFR, and the slip 1DVFL of the right drive wheel is differentiated in a differentiator 36. The amount of change over time, that is, the slip acceleration GPL is calculated. And the above slip acceleration GIFI? is sent to the brake fluid pressure change amount (ΔP) calculation unit 37, and the GFR (GFI,)ΔP conversion map shown in FIG. 6 is used to calculate the slip acceleration Grl? The amount of change ΔP in brake fluid pressure for suppressing this is determined. Similarly, the slip acceleration GP1. is sent to the brake fluid pressure change amount (ΔP) calculation unit 38, and GPR (GFL) shown in FIG.
-ΔP conversion map is referred to and slip acceleration GFL
The amount of change ΔP in brake fluid pressure to suppress
cm and the larger one is adopted. ). This amount of change ΔP indicates the amount of change in the amount of liquid flowing in through the inlet valve 17i (18i). In other words, the slip acceleration G
When FR (G PL) increases, ΔP increases, so the driving wheels WFR and WFL are braked and the driving torque is lowered.

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 three switches to the ΔP-T converter 40 which calculates the opening time T of the inlet valve 17i. The three switches are closed/opened when the start/end conditions for applying the brakes to the drive wheels are met. For example, it is closed when the following three conditions are satisfied. (1) Idle SW is off. (2) The main throttle opening degree θm is in the shaded area in FIG. (3) Slip amount Dvl
(DvFL)〉2 and G switch is on or slip f
f1D VPR (D VFL) > 5゜In addition, upper + i
Is your G switch G PI? It is a switch that turns 0N10FF depending on the magnitude of (G FL), and is
L)>1g, ON, Gl? (Glization) <0.
It turns off at 5g (g is gravitational acceleration). Further, the three switches are 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? under control in the adding section 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, ΔTl? (L)−1ΣΔTi+(1/10)ΣΔT.

(Here, ΔTi is the inlet time and ΔTo is the outlet time.) This corrects the delay between when the fluid volume is increased and when the brake starts to apply. However, ΔT
I? For (L), the delay can be corrected with a maximum of 40IIls, so it is clipped at 40111s.

Furthermore, the wheel speeds VRR and V-RL of the driven wheels detected by the wheel speed sensors 13 and 14 are determined by the high vehicle speed selection section (
SH) 45, and the wheel speed VRR and wheel speed Vt
? 1, the wheel speed with a larger value 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 calculation section 46, and are used as the centripetal acceleration G to determine whether or not there is a turning error. is calculated.

Further, the vehicle body speed VB selected and outputted by the high wheel speed selection section 45 is subjected to a vehicle body acceleration calculation section 47 where the acceleration of the vehicle body speed VB, that is, the vehicle body acceleration 1 (GB) is calculated. This vehicle acceleration 9B is calculated by dividing the difference between the vehicle speed VI3n inputted to the vehicle acceleration calculation section 47 this time and the vehicle speed V B n-t inputted to the vehicle acceleration calculation section 47 last time by the sampling time T. It is determined by

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

In other words, by calculating the vehicle body acceleration vB (GB) in the vehicle body acceleration calculating section 47, the driving torque that can reach the road surface by 1 degree from the rotational acceleration Vl of the driven wheel generated during acceleration slip of the driving wheel can be calculated. I'm guessing. In other words, the force F that the drive wheels can transmit to the road surface is, if it is a front-wheel drive vehicle, F = gWF - MB VB (W1? is the driving force sharing load, MB is the vehicle mass)...
2). As is clear from the second equation above, driving force sharing (;:
When I weight W1゛ and vehicle mass M[3 are constant values, j
Yo, road surface 1!1! The friction coefficient μ and the vehicle body acceleration VB are in a proportional relationship. Also, as shown in Figure 9, if the drive wheel slips and becomes larger than 2, the maximum value of μ will be exceeded.
μ approaches the “1” point. If the slip subsides, it passes from "1" to "2" and returns to "2".
~ falls into the "3" area.

If the vehicle body acceleration 9B at "2" can be measured, the maximum torque that can be transmitted to the road surface having the friction coefficient μ can be estimated. This maximum torque is set as the reference torque TG.

Then, the jjj body acceleration skin velocity 1 (co) obtained in the vehicle body acceleration calculating section 47 is passed through a filter 48 and is made into the vehicle body acceleration GI3F. In other words, "1" in Figure 9
” position, in order to quickly transition to the “2” position state, GBFn-x obtained last time and G[3i detected this time are averaged with the same weighting, and G
I3FF+-1+ GB n ) / 2, and the 9th
Between the "2" position and the "3" position in the figure, the response is slowed down as much as possible to maintain the acceleration corresponding to the n position and improve the acceleration, so that the G B P n-+ that was calculated last time is GBVn −(27GI3Pn−1+5
GBn)/32. And the above vehicle body acceleration GB
F is sent to the reference torque calculation unit 49 and is calculated as the wiping torque TG.
=GI31'xWxRe 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
is, 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 stored in the variable storage 53 by 1 in the adder 52 to obtain the reference driving wheel speed VΦ. Here, as shown in FIG. 10, K1 changes depending on the magnitude of vehicle body acceleration GBI'. As shown in Fig. 10, when the vehicle body acceleration GBF (V13) is large, it is determined that the car is traveling on a rough road such as a slow road, and on a slow road, it is determined that the vehicle is traveling on a rough road such as a slow road. Since there is a peak in the friction coefficient μ, increase the value of 1 to increase the reference driving wheel speed VΦ, which is the standard for determining slip, and increase the slip ratio by determining slip, thereby improving acceleration. ing. Then, the driving wheel speed VF determined by the adding section 52 and the reference driving wheel speed VΦ, which is the output of the adding section 52, are subtracted by a subtracting section 54 to calculate the slip mDV-vp-vΦ.

Next, the slip amount DV is sent to the TSn calculation unit 55 at a sampling time T of 15 m5, for example, and the slip amount DV is
The coefficient of DV is multiplied by 1 and integrated to obtain the correction torque TSn. In other words, TSn=KI-ΣD
As V+, the correction torque obtained by correcting the slip HDv, that is, the integral correction torque TSn is obtained. In addition, 1 in the above coefficient indicates the slip QDV as shown in Fig. 11.
It changes depending on.

Further, the slip amount DV is sent to the TPn calculating section 56 at each sampling time T, and a corrected torque TPn corrected by the slip IDV is calculated. In other words, T
P n −D V x K p (K p is a coefficient)
The correction torque corrected by the slip mDV, that is, the proportional correction torque TPn is determined as follows. This coefficient K
p changes depending on the slip iDV as shown in FIG.

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

As a result of the subtraction, the lower limit torque value of TG-TSn is set to Tb, for example, 45 Kg-m in the torque lower limit value section 58. Furthermore, in the subtraction unit 59, TG −T Sn
-T Pn is calculated and set as the target torque TΦ. In the engine torque calculation unit 60, the target torque TΦ is calculated as "TΦX(1/ρ interval ρD-t)J, and the ring torque TΦ' is calculated as the engine torque."

Here, 9M 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
' is the minimum torque rO in the minimum torque limiter 61.
kg・■". In other words, only the 11-vote torque TΦ' that is 0 kg-1 or more is outputted to the correction section 63 via the switch 62.

The switch 62 is closed or opened when a certain condition is satisfied, and the process of controlling the throttle opening degree so that the output torque of the engine becomes 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) D VF
R(['L)>2. GW>0.2g, ΔDV>0.
2g (where g is gravitational acceleration). In addition, the switch 62
For example, when one of the following four conditions is satisfied, the opening is performed. That is, (1) the state in which the main throttle opening degree em <0.5338 s continues 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 torque TΦ' is corrected according to the water temperature, atmospheric pressure, and intake air temperature.

And the third one [similar torque TΦ′ is TΦ′es
The target torque TΦ' is sent to the conversion unit 64 and is converted into the equivalent throttle opening es when two throttles are considered as one.
′ is required. Incidentally, the TΦ'-〇S relationship is shown in FIG. The equivalent throttle opening eS' obtained in the TΦ'-es' converting section 64 is sent to the eS'-θS converting section 65, and the equivalent throttle opening eS' obtained in the TΦ'-es' converting section 64 is sent to the eS'-θS converting section 65. The subthrottle opening degree es is determined. This sub-throttle opening degree θS is then output to the limiter 66. This limiter 66 provides a lower limit value to the sub-throttle opening θS because if the sub-throttle opening θS is too small when the engine speed Ne is low, engine stall will occur. The relationship between this lower limit value and engine speed No.
It is shown in the figure. As shown in FIG. 14, the lower limit increases in inverse proportion to the engine speed NO. 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 VPL of the drive wheels output from the wheel speed sensors 11 and 12 are averaged in an averaging section 21 to calculate an average wheel speed (VFR+VPL)/2. At the same time, the wheel speed VFR,V of the driving wheels is
FL is sent to the low wheel speed selection section 22 and the wheel speed VF
Of R and wheel speed VFL, the smaller wheel speed is selectively output.

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

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

Then, the output of the subtraction section 27 is converted to a in the multiplication section 29.
(Q<a<1), and the output of the subtraction section 28 is multiplied by (1-a) in the multiplication section 30, and then added in the addition section 31 to obtain the slip amount D V PI? of the right drive wheel. It is said that Similarly, the output of the subtraction section 28 is the output of the multiplication section 3.
2, and the output of the subtraction section 27 is multiplied by a in the multiplication section 3.
3 is multiplied by (1-a), and then added in the adding section 34 to obtain the slip amount DVFL of the left drive wheel. For example, when a is rO and 8J, when a slip occurs in one drive width, the other drive wheel is also braked by 20 percent. This is because if the brakes on the left and right drive wheels are completely independent, when one drive wheel is braked and its rotation is reduced, the action of the differential causes the opposite drive wheel to slip and brake, and this action is repeated alternately. This is because it is not desirable. The slip of the right drive wheel = DvpR is differentiated in a differentiator 35 to calculate the amount of change over time, that is, the slip acceleration GPR, and the slip amount D V P+ of the right drive wheel is differentiated in a differentiator 36. The amount of change over time, that is, the slip acceleration GFL is calculated. And the slip acceleration GFI mentioned above? is sent to the brake fluid pressure change amount (ΔP) calculation unit 37, and the GFR (GFL)-ΔP conversion map shown in FIG. 6 is referred to to determine the slip acceleration GIFI? The amount of change ΔP in brake fluid pressure for suppressing this is determined. Similarly, the slip acceleration GFL is calculated by the brake fluid pressure change amount (ΔP) calculating section 38.
is sent to the GPI? shown in Figure 6. (GFL)-
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 17L. 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 converting section 43 is added to the ineffective fluid amount correction value ΔTl under control in the adding section 44, and the result is set as the brake operating time FL for the left drive wheel. By correcting the invalid fluid volume correction values ΔTR 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, as explained in the configuration section, when the slip amount of the drive wheels increases and the conditions for opening the switches 39 and 42 are satisfied, the brakes are applied to the drive wheels.

Also, the wheel speeds VRR and VT? of the driven wheels detected by the wheel speed sensors 13 and 14? L is the high wheel speed selection section (
SH) 45 and wheel speed VI? R and wheel speed V
I? 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 serves as a reference speed for detecting the occurrence of slippage, and by increasing this vehicle speed VB while driving around a curve, slips can occur due to the difference between the inner wheels while driving around a curve. This prevents misjudgments.

At the same time, the wheel speed VRI of the driven wheels detected by the wheel speed sensors 13 and 14? and Vl? L is sent to the centripetal acceleration 0 calculation unit 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 4''iL where the acceleration of the vehicle body speed VB, that is, the vehicle body acceleration 9B (GB) is calculated.

Then, the vehicle body acceleration 9B (GI3) obtained in the vehicle body acceleration calculation section 47 is passed through a filter 48 and is made into the vehicle body acceleration GBP. In other words, in order to quickly transition to the "2" position when the state is in the "1" position in FIG.
are averaged with the same weighting, GBFn= (GBFn-t
+ 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, GBPrL- by giving weight to GBPBPO4 calculated last time
(27GBF+t-t+5GBm)/32, and the ratio of maintaining the previous vehicle body acceleration GBFn-t is increased.

The vehicle body acceleration GBP is calculated by the reference torque calculation section 49.
The reference torque TG-GBFxWxRe is calculated. Here, W is the vehicle weight and Re is the ear radius. Then, the reference torque TO calculated by the reference torque calculating section 49 is sent to the torque lower limit value limiting section 50, and the lower limit value of the reference torque TG is set to "ra", for example, 45 kg-■.

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

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 gravel road, and in such a case, Kl is increased to increase the reference driving wheel speed VΦ, which is the standard for determining slip, and the system determines whether slip is occurring. By making it sweeter, acceleration is improved. Then, the driving wheel speed V F determined in the adding section 52
The reference driving wheel speed VΦ, which is the output of the adding section 52, is subtracted by the subtracting section 54 to obtain the slip mDV-VP.
-VΦ is calculated.

Next, the slip m DV is sent to the TSn calculating section 55 at a sampling time T of, for example, 15+as, 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
- The correction torque obtained by correcting the slip amount DV, that is, the integral type correction torque TSn is obtained as ΣDV1. In addition, 1 in the above coefficient indicates slip m D as shown in FIG.
V varies depending on V.

Further, the slip m D V is sent to the TPn calculation unit 56 at every sampling time T, and the slip m D
A corrected torque TPn corrected by V is calculated. That is, T P n −D V x K p (K p
is a coefficient), and the correction torque corrected by the slip W D V, that is, the proportional correction torque TPn is obtained. This coefficient K p is calculated by the slip, Q
It changes depending on the DV.

In other words, as shown in FIGS. 11 and 12, the coefficient Kl
, Kp are small when DV>0. This is the coefficient Kl,
This is because if Kp 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. Also, DV<0
(that is, the shaded area in Figure 8), the coefficient K
The gain is increased by increasing the IKp. This is D
When V<0, the fluctuation range is only between VΦ and VB as shown in Fig. 8, so the coefficients Kl and Kp are small.
' 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 (12th
(Fig.) is increased to increase the value of Kp when DV>0, and the gain is increased to the extent that the control does not become unstable, suppressing the occurrence of slip on curves and improving turning performance.

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

As a result of the subtraction, the torque lower limit value of TG-TSn is set to Tb, for example, 45+l-m 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. In this case, the torque TΦ is determined by the engine torque calculation unit 60 as follows.
TΦ×(1/ρM·ρD−t)J is calculated, and the target torque TΦ′ as the engine torque is calculated. Here, /JM represents the gear ratio, ρD represents the reduction ratio, and t represents the torque ratio. And OKg− as rI[)rukTΦ′
Only one or more of them are output to the correction section 63 via the switch 62. In this correction section 63, the target torque TΦ
' is water; H1 is corrected according to atmospheric pressure and intake temperature.

The torque TΦ' is 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'-es' relationship is shown in FIG. The equivalent throttle opening es' obtained in the TΦ/e sJ converter 64 is sent to the es'-es converter 65, and the sub The throttle opening degree es is determined. This sub-throttle opening degree es is then output to the limiter 66. This limiter 66
If the sub-throttle opening degree es is too small, engine stall will occur when the engine speed NO is low, so a lower limit value is given to the sub-throttle opening degree θS. 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, slip DV>0
In this case, the value of the coefficient Kp when calculating the proportional correction torque TPn is increased, and the gain is increased to the extent that the control does not become unstable, thereby suppressing the occurrence of slip and improving the turning performance of the vehicle. An anti-slip device can be provided.

[Brief explanation of the drawing]

FIG. 1 is an overall configuration diagram of a vehicle acceleration slip prevention device according to an embodiment of the present invention, FIG. 2 is a block diagram showing control of the traction controller of FIG. 1 by functional block, and FIG. Figure 3 shows the relationship between the centripetal acceleration GY and the variable KG, and Figure 4 shows the relationship between the time after the start of control and the variable KT.
5 is a diagram showing the relationship between the vehicle body acceleration 1 and the variable KV, and FIG. 6 is a diagram showing the relationship between the vehicle body acceleration 1 and the variable KV.
Figure 7 shows the relationship between L) and brake fluid pressure change ΔP.
Figure 8 shows the relationship between engine speed Ne and main throttle opening em, Figure 8 shows the relationship between time t, drive wheel speed VF, basic drive wheel speed VΦ, and vehicle body speed VB.
Figure 10 shows the relationship between slip ratio and road friction coefficient μ, Figure 10 shows the relationship between vehicle acceleration GBF and the variable 1, and Figure 11 shows the relationship between slip iDV and the coefficient 1. , Fig. 12 is a diagram showing the relationship between slip WDV and coefficient KP, Fig. 13 is a diagram showing the relationship between target torque TΦ' and equivalent throttle opening θS', and Fig. 14 is a diagram showing the relationship between engine speed Ne and subthrottle FIG. 15 is a diagram showing the relationship between the opening degree θS and the lower limit value, FIG. 15 is a diagram showing the relationship between the centripetal acceleration GY and ΔKp, and FIG. 16 is a diagram showing the throttle valves THff+ and THs. 11-14... Wheel speed sensor, 15... Traction controller, 16... Engine, 21... Average part, 22... Low vehicle height selection part, 23.24... Weighting part, 37.38...ΔP calculation unit, 46... Centripetal G
Arithmetic unit, 55...TSn arithmetic unit, 56...TPn arithmetic unit, 65...θm-es conversion unit. Applicant's agent Patent attorney Takehiko Suzue 1 Figure 0.25 10 20 (sec) Purify 'mM'Ftf&/1HtF'1 Figure 4 4 Body Friend VS Figure 1 Number of times Ne a1 Figure μm Figure Figure Figure Vehicle body U speed & GBF Figure 1 Figure I Figure Engine rotation speed Ne (rpm) Vehicle Acceleration Slip Prevention Device 3, Relationship with the Case of Person Making Amendment Patent Applicant (62g) Mitsubishi Motors Corporation No. 16 Figure 4, Agent 3-117-2 Kasumigaseki, Chiyoda-ku, Tokyo 100 Denkatsu 03 (502)3181 <Major representative) (5847
) Patent Attorney Takehiko Suzue t7 "D-5, spontaneous amendment 6, subject of amendment 7, contents of amendment (1) rKpJ on page 4, line 13 of the specification is replaced with "KpJ according to centripetal acceleration GY. (2) In the 13th line of page 5 of the specification, "-RA 14" is corrected to "-RA 15." (3) On page 9, line 15 of the specification, r(18i)J is replaced by r(18i) or outlet valve 17o (1
8o) Correct it as J. (4) On page 9, line 16 of the specification, the word "inflow" is corrected to "inflow or outflow." (5) In the 20th line of page 9 of the specification, the phrase "to be outputted" is corrected to "to be outputted." (6) r17iJ on page 10, line 3 of the specification.
17i and outlet valve 17o": T1. (7) In the 4th line of page 10 of the specification, the phrase "is sent.""The opening time of the outlet valve 17o is determined respectively." (8) On page 10, line 6 of the specification, replace “the following” with “
(1) to (3) shown below. (9) On page 10, line 7 of the specification, replace the phrase “conditions” with “
Conditions are everything,” he corrected. (10) On page 10, line 19 of the specification, the phrase "calculated" is corrected to "calculated of the inlet valve 17i." (11) On page 11, line 5 of the specification, r18iJ is corrected to read "181 and outlet valve 180." (12) In the 6th line of page 11 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 180 is determined respectively." (13) In the seventh line of page 11 of the specification, the phrase "calculated" is corrected to "calculated of the inlet valve 18i." (14) rVB j in the 12th handwritten line 16 of the specification, and in the 1st and 4th lines of page 13 [VB J
I am corrected. (15) On page 13, line 7 of the specification, the phrase "2nd formula" is corrected to "2nd formula". (16) On page 14, line 7 of the specification, the phrase ``maintain acceleration'' is corrected to ``estimate a larger maximum torque by estimating the maximum torque with an acceleration close to the acceleration.'' (17) On page 14, line 17 of the specification, the phrase "shall be" is corrected to "limited to." (18) "VB" on page 15, line 5 of the specification
Correct it as VB J. (19) In the first line of page 16 of the specification, the phrase "correction of" is corrected to "integration of." (20) On page 16 of the specification, line 7 and line 9, line 1, the words ``amended by'' are corrected to ``proportional to.'' (21) “Subtracted” on page 16, line 15 of the specification.
Correct the statement to ``It will be done.'' (22) On page 16, line 18 of the specification, the phrase "shall be limited to." will be corrected to "limited to." (23) On page 16, line 20 of the specification, the phrase "TΦ is" is revised to read "based on TΦ". (24) In the first and second lines of page 17 of the specification, “(1
/ρM・ρD−t)J should be corrected as “1/(pH・ρD−t)J.” 1) to (3)”. (2B) On page 17, line 16 of the specification, the phrase "conditions" is corrected to "all conditions." (27) On page 17, line 19 of the specification, rGWJ is corrected to ``and GWJ.'' (28) On page 17, line 19 of specification, ``ΔDv'' is corrected to ``and ΔDVJ.'' (29) On page 18, line 10 to line 11 of the specification: “
The phrase "for the target torque..." is corrected to read "for obtaining the target torque TΦ' when the main throttle valve THra and the sub-throttle valve THs are considered as one." (30) On page 19, line 6 of the specification, the phrase ``in inverse proportion to rNe'' is corrected to ``accompanied by a decrease in Ne.'' (31) "As a control," on page 20, line 12 of the specification.
The statement has been corrected to read, ``The amount of reduction in engine output is reduced due to control, and acceleration performance is improved.'' (32) In the second line of page 24 of the specification, the text "r17iJ" is corrected to "171 and outlet valve 170." (33) In the third line of page 24 of the specification, the phrase "is sent.""The opening time of the outlet valve 170 is determined respectively." (34) In the fourth line of page 24 of the specification, the phrase "calculated" is corrected to "calculated of the inlet valve 17i." (35) On page 24, line 10 of the specification, rl 8 iJ is corrected to read "181 and outlet valve 180." (3B) In the 11th line of page 24 of the specification, the phrase "is sent." The opening time of the outlet valve 180 is determined, respectively. ” he corrected. (37) “Calculated” in page 24, line 12 () of the specification
The statement has been corrected to read "The calculated value of the inlet valve 18i." (38) Specification page 25, line 12 1" to 1-3i'
i ``Delete the sentence in I that says ``while driving around a curve.'' (39) On page 26 of the specification, line 13 to line 14, line 11, the phrase ``maintains acceleration'' is replaced with ``estimate a larger maximum torque by estimating the maximum torque with an acceleration close to the acceleration''. I am corrected. <! 'o> In the first line of page 27 of the specification, the phrase "shall be limited to." will be corrected to "limited to." (41) On page 28, line 6 of the specification, the phrase "correction of" is corrected to "integration of." (42) In the 12th and 14th lines of page 28 of the specification, the words "amended by" are corrected to read "proportional to." (43) On page 28 of the specification, line 19 to line 20, line 1, there is a statement ``This is''. ``Because the range of fluctuation in DV is wide,'' he corrected. (44) In the third line of page 29 of the specification, the phrase ``Rume desu.'' is corrected to ``Rume desu.'' (45) On page 29, line 16 of the specification, "TΦ and" is corrected to "from TΦ." (4G) On page 29, line 18 of the specification, the phrase ``subtraction with'' is corrected to ``ga''. (47) In the first line of page 30 of the specification, the phrase "shall be limited to." shall be corrected to read "limited to." (48) In the 30th line of the specification, the phrase "TΦ is" is corrected to "based on TΦ." (49) In the 4th and 5th lines of page 30 of the specification, “(1
/pH・ρD−t)J is corrected to [1/(9M・ρD−t)J. (50) In the 15th line of page 30 of the specification, the phrase "TΦ'" is corrected to "according to TΦ', the main throttle valve THm and the sub-throttle valve THs." (51) In the 19th line of page 31 of the specification, the phrase ``value'' is corrected to read ``the value r depends on the centripetal acceleration GY''. Procedural amendment table 1989 1st sister 12th Director General of the Patent Office Yoshi 1) Moon Takeshi 1, Indication of the case Japanese Patent Application No. 63-97279 2, Title of invention Vehicle acceleration slip prevention device 3, Amendment person case and Relationship between patent applicant (132g) Mitsubishi Motors Corporation 4, agent 3-7-2-7 Kasumigaseki, Chiyoda-ku, Tokyo, contents of amendment (1) " The content of (14) in "Contents of Amendment" is corrected as follows. (No change in content) The text "VB" immediately before r = G BnJ on page 12, line 16 of the specification and on the first and fourth lines of page 13 will be corrected to rVB J. (2) In the same "Contents of Amendment", in (4o), "Page 27" is corrected to "Page 30." 5. Date of amendment order: September 12, 1989 6. Subject of amendment

Claims (1)

[Claims] A driving wheel speed detecting 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 drive wheel speed detecting means for detecting the driving wheel speed VF and the following driven wheel speed VB. a first means for calculating a slip amount DV according to the difference 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 multiplying the slip amount DV by a coefficient Kp. The integral (Ki) of the correction torque TP and the slip amount DV calculated by
Calculate the correction torque TS using ΣDV, Ki is a coefficient),
Determine the reference torque TG from the acceleration of the drive wheel speed VB, set the target torque TΦ=TG-KiΣDV-KpDV, and adjust the engine output to the target torque TΦ at least when the slip amount DV is larger than the set value. The coefficient Kp is made smaller when DV>0 than when DV<0, and as the centripetal acceleration GY increases, DV<0. An acceleration slip prevention device for a vehicle, characterized in that the value of the coefficient Kp on the side is increased.