JPH03153426A - Controlling method for output of vehicle engine - Google Patents

Abstract

PURPOSE:To dissolve the occurrence of driving slip to secure the steady running of a vehicle by making traction control take precedence over automatic transmission control or auto-cruising control in the case where the traction control is buffered with the automatic transmission control or the auto-cruising control. CONSTITUTION:An automatic transmission establishes the optimum speed change stage meeting the state of engine operation, and controls an engine to shift it down to the first speed when a kickdown due to the abrupt pressing down of an accel pedal is detected, and moreover has traction control which closes a throttle valve to reduce the output of the engine at the time of the occurrence of slip and auto-cruising control which automatically controls the opening of the throttle valve to keep a set car speed. In this case, when a traction control signal has been inputted from a traction control computer 52 into each of computers 53, 54 for the automatic transmission control and the auto-cruising control, the kickdown control and the auto-cruising control are prohibited.

Description

DETAILED DESCRIPTION OF THE INVENTION <Industrial Application> The present invention relates to a method for controlling engine output of a vehicle.

<Prior Art> Traction control is conventionally known in which when an automobile slips, the engine output is reduced according to the amount of slip to prevent the slip. There are several methods for reducing engine output, including changing the air-fuel ratio, one of which is changing the amount of intake air. In other words, it controls the opening degree of the throttle valve.

In this method, for example, the target torque is determined from the amount of slip, the target throttle valve opening that can achieve the target torque is determined, and the actuator operates the throttle valve so that the target throttle valve opening can be achieved regardless of the accelerator opening. This is achieved by driving it closed.

<Problem to be solved by the invention> By the way, in vehicles equipped with automatic transmissions, it is possible to achieve the optimum gear position according to the driving situation based on information such as throttle opening, accelerator opening, output torque, and engine speed. be done. In this transmission control, when the driver takes his foot off the accelerator pedal and the accelerator opening becomes 0 while the vehicle is running, control is performed such that the transmission gear is shifted up and the vehicle is traversed.

Further, when the accelerator pedal is suddenly fully depressed and a kickdown is detected by the kickdown servo switch, it is determined that there is a sudden acceleration and control is performed to shift down to first gear.

Therefore, for example, if the throttle valve is closed by Traxipon control and the computer on the O-I-Matic transmission side determines that the closing movement of the throttle valve is a kickdown, then: Well, the transmission is downshifted to 1st gear (7 Well, when the transmission shifts to 1st gear, the driving force increases and the slip increases, and the throttle valve is further closed by the Traxiron control, and the computer on the automatic transmission side tells the throttle valve to close. If a shift up is commanded and the engine is shifted up, the engine output will not be enough, and a downshift will be commanded again.

As described above, in a vehicle equipped with an automatic transmission, there is a problem that the traction control and the automatic control interfere with each other, which may cause the hunting phenomenon described above.

In addition, in vehicles equipped with auto cruise control function,
When the engine output is reduced by the cruise control, the vehicle speed also decreases, so the auto cruise setting value (for example,
In order to increase the vehicle speed to 80/h), the accelerator opening degree is controlled to be significantly deviated. Furthermore, even if a pickpocket knob occurs at the same time as high-speed operation, the automatic cruise control that attempts to maintain a constant vehicle speed will interfere with the tracking control that attempts to reduce the output.

<Means for solving problem a> Above i! +! The first means to solve the problem is to change the automatic transmission system that automatically changes gears according to the driving situation based on various vehicle information, and to change the function of the automatic transmission (FF1LJ control 81) that automatically changes the gear position according to the driving situation based on various information about the vehicle. In an engine output control method for a vehicle equipped with a traction control system that closes a throttle valve to reduce engine output according to the amount of slip, the traction control system outputs a traction control signal to an automatic transmission control system. , 4-tick transmission y
The transmission control system receives the transmission control signal and maintains the current gear position.
The second means is equipped with an O1-cruise control function (81) that controls the vehicle speed to maintain a preset vehicle speed, and when the vehicle slips, closes the throttle valve according to the amount of slip. A method for controlling engine output of a vehicle equipped with a vehicle engine output control function that reduces the engine output by using a vehicle engine; Auto cruise control is prohibited during control (this is a feature of F1).

In the above installation method, if the traction control and automatic transmission control are performed at the same time; in this case, the traction control takes priority;
In automatic transmission control, the current gear position is maintained, and in automatic cruise control, control is stopped.

Embodiments Hereinafter, an engine output control method according to -*ysfg of the present invention will be explained based on the drawings.

First, a gasoline engine system to which the present invention is applied will be explained based on FIG. 4.

The combustion chamber 1 of each cylinder in the engine E has an intake passage (
The air supply system) 2 and the exhaust passage (exhaust system) 3 are connected to each other, and the intake passage 2 and each combustion chamber 1 are connected to each other by an intake valve 4).
The communication between the exhaust passage 3 and each combustion chamber 1 is controlled by an exhaust valve 5.

In addition, in the figure, 1a is a spark plug.

Further, the intake vent f@2 is provided with an air cleaner 6, a throttle valve 7, and an injector 8 in order from the upstream side, and the exhaust passage 3 is provided with a catalytic converter (three-way catalyst) for exhaust gas purification in order from the upstream side. ) 9 and a muffler (silencer) not shown. Note that the intake passage 2 is provided with a surge tank 2a. Injectors 8 are provided in the intake manifold for the same number of cylinders.

By changing the opening degree of the throttle valve 7, the amount of intake air changes, so the output of the engine E can be controlled.

A mechanism for rotationally driving the throttle valve 7 is shown in FIGS. 5 and 6.

The throttle valve 7 is provided in a throttle body 70 interposed in the intake passage 2, and a throttle shaft 71 is integrally attached to the throttle valve 7.
0 and extends out of the intake passage. An accelerator lever 72 serving as a first lever and a throttle lever 73 serving as a second lever are coaxially fitted in a portion m tt outside the intake passage of the throttle shaft 71. Note that the accelerator lever 72 is the throttle lever 7.
3 is fitted to the outer end 9 of the remote control shaft 71.

Here, the accelerator lever 72 is connected to an accelerator pedal (artificially operated member) 100 in the vehicle interior via an accelerator cable 101, so that the rare accelerator lever 72 can be adjusted depending on the amount of depression of the accelerator pedal 100. Although the accelerator lever 72 is designed to rotate, it is loosely fitted to the throttle shaft 71, that is, it is attached to the outer end of the throttle shaft 71 via a spacer 74 and a resin ring 75. Circle of accelerator lever 72 mm 72
b are fitted, and the 4tfN1 ring 75 and the spacer 74 can be slid relative to each other.

Further, the throttle lever 73 is connected to the throttle shaft 71.
The throttle shaft 71 and the throttle valve 7 are thereby rotated when the throttle lever 73 is rotated.

Note that the throttle lever 73 has an accelerator lever 72.
An engagement arm portion 73a is formed that extends to the side, and this engagement arm portion 73a can engage with a stopper 71572a attached to the accelerator lever 72.

Here, the accelerator lever 72 and the throttle lever 73 engage when the throttle lever 73 rotates in the throttle valve opening direction or when the accelerator lever 72 and the throttle lever 73 engage with each other.
72 is rotating in the throttle valve closing direction.

Furthermore, a throttle body 70 and a throttle lever 73
The engaging arm portion 73 of the throttle lever 73 is located between the
A return spring 76 is loaded so that the stopper portion 72a of the accelerator lever 72 engages with the stopper portion 72a of the accelerator lever 72, that is, the return spring 76 is biased in the arrow direction (throttle valve opening direction) in FIG. Note that this return spring 76 is configured as a coil spring and is connected to the throttle shaft 7.
One end of the return spring 76 is engaged with the throttle body 70, and the other end is engaged with the throttle lever 73. Further, resin rings 77 and 78 are interposed between each end of the return spring 76 and the throttle shaft 71, and are spaced apart from each other to allow contraction of the return spring 76. . As a result, the return spring 76 constitutes biasing biasing means that connects the throttle lever 73 and the accelerator lever 72 and causes the throttle lever 73 to follow the accelerator lever 72.

Note that a return spring 79 is loaded between the throttle body 70 and the accelerator lever 72 and is biased in the opposite direction to the return spring 76 (throttle valve closing direction) to give a detent feeling to the accelerator pedal 100. ing. This return spring 79 is fitted from the outside of the cylindrical portion 72b of the accelerator lever 72 to the throttle shaft 71 via a resin ring 80, and one end of this return spring 79 is locked to the throttle body 70. The other end is the accelerator lever 7
It is locked to 2.

Further, after each of the parts 72 to 80 as described above is attached to the throttle shaft 71, a nut 81 is screwed into the male threaded portion 71a at the outer end of the throttle shaft and tightened. When tightening this nut 81, a washer 82 is interposed;
2 is pressing against the spacer 74. However, at this time, the length of the resin ring 75 is set shorter than the length of the spacer 74, so the washer 82! M fat rig 75
The end face of is not pressed. Therefore, the resin ring 75
and the spacer 74 become slidable relative to each other, and as a result, the accelerator lever 72 is moved relative to the throttle shaft 74.
1, C is yelled at to be loosely fitted.

In FIG. 6, reference numeral 72c is a full-close stopper that is formed integrally with the accelerator bar 72 and prevents the throttle valve 7 from moving further than the fully-closed position. 72 simultaneously moves to the fully closed position of the throttle valve (roto, part of the throttle body? 0
In response to this, further rotation of the accelerator lever 72 in the throttle valve closing direction is prevented.

Furthermore, as shown in FIGS. 4 to 6 (however, in FIG. 4, the accelerator lever 72 is omitted to avoid complication), the throttle lever 73 has a rod 90. An actuator (boost motor) 91 is connected via. Here, actuator 9
1 has a pressure chamber 91c formed by a casing body 91a and a diaphragm 91b, and this pressure chamber 9
Inside 1c, pressure regulated by two lunoid valves 92 and 93 is supplied through a control passage 94.

Further, a return spring 91d is loaded in the pressure chamber 91c of the actuator 91, and like the return spring 76 described above, this return spring 91d connects the throttle lever 73 and the accelerator lever 72 to operate the throttle lever 73. This is to bias the return spring 91 (j) and the above-mentioned return spring 76 to compose the biasing means described in A above.Here,
The biasing force exerted by the return spring 76.91d is set to be weaker than the biasing force exerted by the return spring 79.

One of the two solenoid valves 92 and 93 is a solenoid valve for controlling the ventilation, and the other 93 is a solenoid valve for controlling the ventilation 7.
The vacuum control solenoid valve 92 is a valve for the vacuum tank 9.
5 (this) (the vacuum tank 95 can be omitted) and a check valve 96 are connected to the intake connection 2 on the downstream side of the throttle valve installation part, and the ventilation control solenoid valve 93 is connected to the filter 97. It communicates with the atmosphere through. In addition, in the pentillation control solenoid valve 93, the hole 98 is connected to the control passage 94,
The hole 99 may be connected to the intake pipe 2 upstream of the throttle valve 7 (atmospheric side).

Each solenoid valve 92, 93 is supplied with <a for duty control from the electronic IIJ control unit (ECtJ) 23.

The vacuum control solenoid valve 92 is fully open at a duty rate of 100% and fully closed at a duty rate of 0%, and the solenoid valve 93 for ventilation control is fully open at a duty rate of 100% and fully open at a duty rate of 0%. becomes.

Therefore, when the duty rate is 100% for each solenoid valve 92.93, the pressure inside the pressure chamber 91c of the actuator 91 becomes the intake manifold pressure, and as the duty is decreased for each solenoid valve 92.93, the pressure inside the pressure chamber 91c becomes increases, and when the duty ratio of each solenoid valve 92, 93 is set to 0%, the pressure inside the pressure chamber 91c becomes atmospheric pressure. As a result, when the duty rate of the solenoid valves 92 and 93 is 100%, the rod 90 is driven in the direction of arrow a against the urging force of the return springs 91d and 76, and as a result, the throttle lever 73 is rotated in the direction of arrow B. The throttle valve 7 can be rotationally driven toward the closing side in a state where the throttle valve 7 is moved and separated from the accelerator lever 72. On the other hand, when the duty of the solenoid valves 92 and 93 is decreased, the rod 9
0 is gradually driven in the direction indicated by the arrow by return springs 91d and 76. As a result, this actuator 91 is activated by the throttle lever 73.
The actuator controls the output of the engine E by rotating the throttle valve 7 in a state where the throttle valve 7 is separated from the accelerator lever 72, that is, within a throttle valve opening range smaller than the throttle valve opening set by the accelerator pedal 100. Composition.

Please note that the solenoid valves 92 and 93 are manufactured by Duray Co., Ltd.
When set to 0%, the engagement arm 73a of the throttle lever 73 is set to the return spring Id, ? 6, the throttle bar 73 comes into contact with the stopper portion 72R of the accelerator lever 72, and the bar 73 follows the accelerator lever 72.

Therefore, in order to control the engine output with the accelerator pedal 100, first, the duty rate of the solenoid valve 92.93 is set to 096 (state a where the pressure 191c of the actuator 91 is at atmospheric pressure), and then the accelerator/L Operate Heta/L 100. As a result, when the accelerator pedal 100 is depressed, the accelerator T: 101
is pulled apart in the direction of arrow c, and the accessory JL, JL,
100 In conjunction with this, the accelerator lever 72 is driven in the direction of the arrow, and in conjunction with this, the return spring 7 is driven.
6.91c, the throttle lever 73 following the accelerator lever 72 is also driven in the direction of arrow A, and the throttle valve 7 is opened. Conversely, when you take your foot off the accelerator pedal 100, the return spring 79 pulls the accelerator cable 101 in the direction opposite to the direction of arrow C, and this causes the accelerator lever 7 to move in conjunction with the accelerator pedal 100.
2 is driven in the direction of arrow B, and in conjunction with this, the throttle lever 73 is also driven in the direction of arrow B, and the throttle valve 7 is closed. As a result, the throttle valve 7 is rotationally driven by an amount corresponding to the amount of operation of the accelerator pedal 100, so that the engine output is also controlled according to the amount of operation of the accelerator pedal 100.

On the other hand, in order to control the engine output by the actuator 91 independently of the operation amount of the accelerator pedal 100, the actuator 91 may be driven by setting the duty ratio of the solenoid valves 92, 93 according to the amount of slip. As a result, the throttle valve 7 is rotationally driven in a state in which the throttle lever 73 is separated from the accelerator lever 72, that is, in a throttle valve opening range smaller than the throttle valve opening degree set by the accelerator pedal 100. As a result, the engine output is also controlled according to the rod drive amount of the actuator 91. In this case, when set by the accelerator pedal 100, the relative engine output can be brought into a torque down state.

Note that the throttle valve closing direction drive by the actuator 91 is controlled so that the throttle valve does not reach the fully closed position. That is, the throttle valve opening detected by the throttle sensor 14 is always detected, and the duty rate to each solenoid valve 92, 93 is controlled so that the throttle valve opening does not fall below the fully closed position.

Furthermore, the solenoid valve 92 for controlling the first comb is fully closed at a duty rate of 0%, and the solenoid valve 93 for ventilation control is fully open at a duty rate of 0%. If this happens, the vacuum control solenoid valve 92 is fully closed and the ventilation control solenoid valve 93 is fully open, so in this state, the throttle lever 73 contacts and follows the accelerator lever 72. . This provides a fail-safe function.

Note that the attachment portion of the rod 90 to the throttle lever 73 is pivotally attached to allow rotation of the throttle lever 73.

With this configuration, the air taken in through the air cleaner 6 according to the opening degree of the throttle valve 7 is mixed with the fuel from the injector 8 in the intake manifold part to an appropriate air-fuel ratio, and the spark plug is heated in the combustion chamber 1. Ignition at 1a causes combustion and generates engine torque.

In the figure, 10 is an idle speed control device that controls the idle speed, 51 is a fuel pressure regulator that adjusts the fuel pressure, and in order to obtain information for performing various controls, there is an air flow control device on the intake passage 2 side. A sensor 12, an atmospheric pressure sensor, and an intake temperature sensor are provided, and
In the intake passage 2, the throttle valve is provided with a throttle sensor 14 that detects the opening of the throttle fpr, an idle switch that detects the idling state, and an accelerator opening sensor 18 that detects the opening of the accelerator pedal 100.
is provided on the exhaust path #53 side, and w in the exhaust waste.
A zero sensor for detecting l'l/:111 degrees is provided.

Furthermore, as shown in FIG. 7, a front wheel speed sensor 20A that detects the rotational speed of the front wheel FW and a rear wheel speed sensor 20B that detects the rotational speed of the rear wheel RW are provided. In addition, in FIG. 7, TM is a transmission.

In addition, as other sensors, a water temperature sensor that detects the engine cooling water temperature, a crank angle sensor that detects the crank angle, and a TDC sensor that detects the top dead center of the first cylinder (reference cylinder) are installed at the distributor. It is set in.

Then, the detection signals from these sensors are converted into electronic 111
118 unit (ECU) 23 Here, the ECU 23 has a CPU as its main part, and is configured such that signals from the above-mentioned sensors are input to the input port of the CPU via an appropriate input interface or directly. It has become.

Various control signals from the CPU are sent via appropriate output interfaces to the injector 8 for fuel injection, stepper motor for idle speed control, power transistor for ignition timing fldJ m and ffJ, and solenoid for throttle valve opening control. 92.93 and other programs.

In this engine system, in addition to the normal control that determines the engine output according to the accelerator opening, there is also a transmission control that reduces the engine output regardless of the accelerator opening. The control block diagram is shown in FIG. 8. That is, in this case, a slip amount calculation means 110 and a drive duty setting means 111 are provided.

Here, the slip member calculation means 110 receives a signal from the front wheel speed sensor 20A and a signal from the rear wheel speed sensor 20B, and determines whether or not a slip has occurred between the front and rear wheels, and if it is determined that there is a slip. The slip amount is calculated from 1 front wheel speed - 1 rear wheel speed. Note that the determination of the presence or absence of a slip is made by determining that a slip has occurred if 1 front transport speed - rear wheel speed 1≧α, and otherwise determining that a slip has not occurred.

Further, when the slip amount calculation means 110 determines that there is a slip, the drive duty setting means 111 sets the drive duty DvA of the vacuum control solenoid valve 92 according to the slip amount.

and solenoid valve 93 for ventilation flll1w
Drive duty Dv! , , are the drive duty rate characteristic DvA of the vacuum control solenoid valve 92 shown by a solid line in FIG. 10 and the drive duty rate characteristic DV of the ventilation control solenoid valve 93 shown by a dotted line in FIG.
E, and also has a function of gradually decreasing the duty rate to each solenoid valve 92, 93 when the slip is eliminated.

Note that the drive duty setting means 111 sets DvA, .=O2DvE, .20 in the case of no slip.

Then, a signal having each drive duty information set as described above is outputted from the drive duty setting means 111 to the vacuum control solenoid valve 92 and the ventilation valve control solenoid valve 93. There is.

Next, let us explain the action of controlling the engine speed using the flowchart shown in FIG.

In this case, first, in step A1 of FIG. Set the value to 0 and initialize.

Next, in step A3, check the front and rear wheel speeds.

Various input information such as intake air amount, engine speed, cooling water temperature, throttle opening and accelerator opening are read, and in step A4, the slip amount calculation means 110 determines whether slip has occurred between the front and rear wheels. In this case, if 1 front transport speed - rear wheel speed l≧a, it is determined that a slip has occurred, and if not, it is determined that a slip has not occurred.

If it is determined that there is a slip, in step A5, the slip amount calculation means 110 calculates the slip amount from 1 front wheel speed - rear wheel speed 1, and in step A6, the drive duty setting means 111 calculates the slip amount. Driving duty rate DVAo of the solenoid valve 92 for pushing the vacuum 11 and the truid valve 9 for controlling the ventilator rain accordingly
Set the drive duty rate of 3. In this case, the 10th
The duty rate is determined from the drive duty rate characteristic DvA of the vacuum control solenoid valve 92 shown by a solid line in the figure and the drive duty rate characteristic D□ of the ventilation control solenoid valve 93 shown by a dotted line in FIG. In this example, D; β, D□. Assume that = γ is set.

Thereafter, in step A7, the flag S is set to 1 and the process returns.

In this way, steps A1 to A7 are repeated 9 times while the slip occurs.

At this time, since the inside of the pressure chamber 91c of the actuator 91 is in a negative pressure state, the rod 90 is driven in the direction of the arrow a, and the throttle lever 73 is thereby rotated in the direction of the arrow B and moved away from the accelerator lever 72. . As a result, a throttle opening degree smaller than the throttle opening degree set by the accelerator pedal 100 is set. here,
The duty ratio is set to increase as the amount of slip increases (see Figure 10), so the greater the amount of slip, the greater the absolute value of the negative pressure acting on the actuator 91. The larger the amount of slip, the smaller the throttle opening is set. Therefore, the larger the amount of slip, the more the engine output can be suppressed.

By the way, when the slip disappears, in step A4, N
Taking route O, it is determined in step A8 whether flag S=1. In this case, in step A7, S-1
Therefore, I took the YES route and proceeded to step A9.
Then, a so-called tailing process is performed in which the duty rate to each solenoid valve 92, 93 is gradually decreased. That is, if this is expressed as a relational expression, DVA, -DvA, --x,
≧O, DVl! ,=Dv,. −1y, ≧0. Here, DVAn, DVE, , are the drive duty rates of the nth vacuum control solenoid valve 92 and the ventilation control solenoid valve 93, respectively, and DvAn-1 and DV5o-I are the drive duty rates of the n-1th vacuum control solenoid valve 93, respectively. These are the drive duty rate of the vacuum control solenoid valve 92 and the drive duty rate of the penillage control solenoid valve 93, and X p Y is a value that decreases once (degree of gradual decrease).

Therefore, after the slip is eliminated, each time step A9 is passed, the duty ratio of each solenoid valve 92,93 is gradually decreased, so that the actual throttle opening is equal to the throttle opening set by the accelerator pedal 100. It's getting closer to the degree.

And DVAr,=0. DvI! ,, −〇 becomes,
Take the YES route at step AIO, and step Al
Set the flag S to 0 with l. As a result, the throttle lever 73 comes into contact with the accelerator lever 72 again, and the actual throttle opening is set by the accelerator pedal 100.
) matches the throttle opening.

Therefore, when slip occurs between the front and rear wheels, the throttle valve is operated by the actuator 91 independently of the throttle valve operation by the accelerator pedal 100 and without affecting the amount of depression of the accelerator pedal 100 to prevent the slip from occurring. You can do it.

In the control method according to the present invention, in order to avoid interference between transmission control and automatic transmission control, shift-up control or kickdown control, and avoid interference between transmission control and automatic cruise control, As shown in Fig. 1, the automatic transminocyan ff
The computer 53 for 1lJ m and the computer 54 for auto-cruise control output a traffic control signal, and each computer 53, 54 is configured not to perform the above-mentioned kickdown control etc. when the traffic control signal is input. ing.

FIG. 2 shows a specific flow of control in automatic transminocyan control.

During normal automatic transmission control, it is determined in step B1 whether a traction control signal has been input, and if it has not been input, the process returns to continue automatic transmission control.

If it is determined in step B1 that the transmission control signal has been input, then in step B2 the shift-up fllJ'ls or kick-down control based on the accelerator opening information is prohibited, and the gear position at that time is maintained. In other words, even if the accelerator pedal 100 is suddenly depressed and a kickdown is determined, a downshift to first gear is not performed, and only engine output reduction control is performed using the transmission control. Further, even if the accelerator opening becomes 0 during the traffic control, and a shift-up is required, the shift-up will not be performed.

FIG. 3 shows the flow of control when auto cruise control and traction control overlap.

During normal auto-cruise control, it is determined in step C1 whether or not a traxibin control signal is input, and if it is not input, the process returns to continue auto-cruise control.

If it is determined in step C1 that a traction control signal has been input, auto cruise control is prohibited in step C2. In other words, priority is given to traction control. Therefore, for example, if a slip occurs during a sharp turn at high speed, auto-cruise control is not performed, and the engine output is reduced to ensure a stable operating state.

Note that the present invention is applicable to all engine systems in which output control is performed by controlling the amount of intake air, and therefore may also be applied to those having a main throttle valve and a sub-throttle valve in the intake system.

<Effects of the Invention> According to the method for controlling the engine output of a vehicle according to the present invention, when the traction control and the automatic transmission control or the auto cruise control interfere, the traction control is given priority. The reduction eliminates slippage and ensures stable driving.

[Brief explanation of the drawing]

Fig. 1 is a schematic block diagram of the present invention, Fig. 2 is a flowchart on the automatic transmission control side, and Fig. 3 is a flow chart of the automatic transmission control side.
Figure 4 is a flowchart of the auto cruise control side, Figure 4 is an overall configuration diagram of an engine system to which an embodiment of the present invention is applied, Figures 5 and 6 are schematic and detailed views of the throttle-mediated vJJ mechanism, and Figure 7 Figure 8 is an explanatory diagram of wheel speed detection, Figure 8 is a block diagram of l-lux control, Figure 9 is a flow chart of traction control, and Figure 10 is a characteristic diagram of duty ratio. In the drawing, E is the engine, 1 is the combustion chamber, 11'1 is the spark plug, 2 intake passages, 7 is the throttle valve, 52 is the computer for Traxisin IJlall,
53 is a computer for controlling the automatic transmission, 54 is a computer for auto-cruise control, 91 is a rear valve, 92 is a solenoid valve for vacuum control, and 93 is a solenoid valve for ventilator control. Figure 1 Figure 2 Figure 3 Figure 6 Figure 94) 3 70σ Figure 7 W W Figure 70 (%) Sliff weight

Claims (2)

[Claims] (1) Equipped with an automatic transmission control function that automatically achieves the gear position according to the driving situation based on various vehicle information, and when the vehicle slips, it closes the throttle valve according to the amount of slip and starts the engine. In an engine output control method for a vehicle equipped with a traction control function that reduces output, the traction control system outputs a traction control signal to the automatic transmission control system, and the automatic transmission control system outputs a traction control signal at the time of receiving the traction control signal. A method for controlling engine output of a vehicle, characterized in that the engine output is maintained at a gear position. (2) Equipped with an auto-cruise control function that controls vehicle speed to maintain a preset vehicle speed, and traction control that closes the throttle valve and reduces engine output according to the amount of slip when the vehicle slips. In the engine output control method for a vehicle equipped with this function, a traction control signal is output from a traction control system to an auto-cruise control system, and the auto-cruise control system prohibits auto-cruise control during traction control. A method for controlling the engine output of a vehicle.