JPH03164540A - Slipping controller of vehicle - Google Patents

Abstract

PURPOSE:To maintain an optimal standby opening and control deterioration of acceleration performance by controlling the close quantity of a throttle valve according to engine torque in the case of performing the standby control for closing the throttle valve through prediction of slipping at the acceleration time. CONSTITUTION:An intake quantity introduce to an internal combustion engine independently from an acceleration pedal is controlled by a valve member A. Opening of the valve member A is controlled by an actuator B. Acceleration slipping is detected by a means E based on respective speeds of a driving wheel C and driven wheel D. When the slipping is generated, the actuator B is slip- controlled by a means F so that the valve member A is closed. The acceleration slipping is predicted by a means G based on a condition of a vehicle. The valve member A is preliminarily closed only a specified quantity according to a prediction result, and the actuator B is standby-controlled by a means H. Standby- opening is set by a means I based on a factor relating to engine torque.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a slip control device during acceleration of a vehicle powered by an internal combustion engine.

[Industrial application field]

In high-output vehicles, when the engine output exceeds the frictional force between the tire surface and the road surface during acceleration, the tires may lose grip and slip. As a technique to prevent the occurrence of slip, a sub-throttle valve that can control the amount of intake air independently of the accelerator pedal or a linkless throttle valve can be used to prevent the occurrence of slip from occurring in the drive wheels. It is known as the difference between the rotation speed and the rotation speed of the driven wheel, and by closing the intake throttle valve from its original opening determined by the amount of depression of the accelerator pedal, the output generated by the engine is reduced and slip is suppressed, and then the throttle valve is closed. Control is performed to return to the original opening.

In the case of full development, the opening of the throttle valve is close to fully open before the vehicle moves, and even if the throttle valve is closed when a slip occurs, there is a delay in the engine torque decreasing.
Since the torque does not drop suddenly, the excessive slip continues for a long time. Therefore, Japanese Patent Application Laid-Open No. 63-137034 proposes that in a linkless throttle valve vehicle, the torque applied to the driving wheels is reduced in advance before slipping starts at the time of starting (so-called standby control).

In order to reduce the applied torque, it has been proposed to apply braking or to reduce the throttle valve opening compared to the accelerator pedal opening.

[Problem to be solved by the invention]

In the conventional technology, the amount of reduction in applied torque at the time of starting is a constant value, so when it is predicted that slip will occur,
Even when no slip actually occurs, the engine torque may be reduced too much and acceleration performance may deteriorate due to insufficient torque.

The purpose of this invention is to determine the optimal applied torque according to the predicted slip during acceleration.

[Means to solve the problem]

In FIG. 1, the vehicle slip control device of the present invention includes a valve member A that can control the amount of intake air introduced into the internal combustion engine independently of the accelerator pedal, and controls the opening degree of the valve member A. means E for detecting acceleration slip from the speed of the driving wheels C and the speed of the driven wheels of the vehicle;
Slip control means F1 for forming a control signal for actuator B. Means G for predicting acceleration slip based on the state of the vehicle, forming a control signal for actuator B so that valve member A is closed by a predetermined amount in advance when acceleration slip is predicted. Standby control means H1 A standby opening degree setting means (2) is provided which adjusts the predetermined value set by the standby control means H according to factors related to the torque generated by the internal combustion engine.

[Effect]

The opening degree of the valve member A can be controlled independently of the accelerator pedal in order to control the amount of intake air.

The acceleration slip detection means E detects acceleration slip from the speed of the driving wheel C and the speed of the driven wheel.

When an acceleration slip is detected, the slip control means F closes the valve member A (by applying a signal to the actuator B).

Acceleration slip prediction means G predicts acceleration slip from the state of the vehicle, and when acceleration slip is predicted, standby control means H applies a signal to actuator B to close the valve member in advance.

The standby opening degree setting means (2) changes the predetermined value set by the standby control means H according to a factor depending on the torque generated by the internal combustion engine.

〔Example〕

FIG. 2 shows a first embodiment, which has a secondary throttle valve that is independent of the normal throttle valve that is mechanically connected to the actuator. In FIG. 2, 8 represents the outline of a rear-wheel drive vehicle body, on which an internal combustion engine is mounted. 10
is the main body of the internal combustion engine, 12 is the intake pipe, 14 is the surge tank, -16 is the main throttle valve, 18 is the accelerator pedal, 2
0 is an aerometer, and 23 is an engine water temperature sensor.

A sub-throttle valve 22 is provided upstream of the main throttle valve 16 driven by the accelerator pedal 16, and the sub-throttle valve 20 is driven by an actuator (for example, a step motor).
24. The actuator 24 controls the closing of the sub-throttle valve 22 during acceleration. The rotating shaft of the engine 10 is connected to a transmission 28, and the output shaft 30 of the transmission 28 is connected to drive-side wheels (rear wheels) 34R, 34L via a differential gear 32. 36R,
36L is a driven side wheel (front wheel).

The engine control circuit 46 controls the closing of the sub-throttle valve 22 of the present invention in addition to fuel control, which will not be described since it is not directly related to the present invention. To execute this control, various sensors are connected to the control circuit 46. First, the engine speed sensor 44 detects the engine speed NH.
The throttle valve opening sensor 46 generates a signal corresponding to the opening TAM of the main throttle valve 46.

Drive wheel rotational speed sensors 48R and 48L are provided opposite the left and right drive wheels 34R and 34L, which are rear wheels.
The rotational speeds VWRR and VWRL of 4R and 34L can be known. On the other hand, driven wheels 36R, 36L (7) are provided with driven wheel rotational speed sensors 50R, 50L facing the driven wheels 36R, 36L (7) rotational speed VWFR,
I learned about VWFL and drove a car with Ruko.

Next, the operation of the engine control circuit 46 will be explained with reference to the flowchart shown in FIG. This routine is assumed to be executed at regular intervals. In step 50, the actual values measured by the sensors 48R, 48L, 50R, 50L of the rotation speed VWRR of the right rear wheel on the driving side, the rotation speed VWRL of the left rear wheel, the rotation speed VWFR1 of the right front wheel on the driven side, and the rotation speed VWFL of the left front wheel is read out. In step 52, the current rotational speed VWRR of the right rear wheel and the previous rotational speed VW of the right rear wheel are determined.
Difference from RRB, DLVWRR=VWRR-VWRRB Current rotational speed of rear left wheel VWRL and rotational speed of left rear wheel V
4VRLB, DLVWRL=VWRL-VWRLB, and the difference in vehicle speed between this time and the previous time, DELVTO=VTO-VTOB, are calculated.

In step 54, the average value of the rotational speed VWFR of the right front wheel and the rotational speed VWFL of the left front wheel, VTO=(VWFR+VWFL)/2, is calculated. This value becomes an estimate of the vehicle's speed.

In step 56, the rotation speed V of the right rear wheel (drive wheel) 34R is
It is determined whether WRR≧VTO+Xl holds true. In step 58, the rotation speed VW of the left rear wheel (drive wheel) 34L is
It is determined whether RL≧VTO+X2 holds true. Here, Xi and X2 are predetermined values. If these conditions hold, it means that the speed of the drive wheels is considerably greater than the vehicle speed (that is, there is slippage).

When it is determined that no slip has occurred, the process proceeds to step 60, where it is determined whether FTRC=1.

FTRC is a flag that is set (=1) during slip control and reset (.0) when slip control is not performed.

If it is determined that the slip is not controlled, the process proceeds to step 62, and the FST
It is determined whether BY=1 or not. FSTBY is a flag that is set (.1) during standby control and reset (:0) when standby control is not performed. Here, standby control refers to control that predicts when slip is likely to occur and closes sub-throttle valve 22 in advance in a direction to suppress slip. If FSTBY=0, step 6
4, it is determined whether the rate of change in the ratio of intake air amount to rotational speed ΔQ/N≧3. This determination is to determine whether or not the standby condition is present, and standby control shall be executed when the rate of change in the load represented by the intake air amount/revolution speed ratio (including other factors) is greater than a predetermined value. . If it is determined that standby is not controlled (80/N <a), step 66
Proceed to , FSTBY is reset (20), and CTST
BY is reset. Here, CTSTBY is a counter for the duration of standby control. At step 68, Max is placed in TAGET. Here, TAGE
is the actuator 2 according to the opening degree of the sub-throttle valve 22.
4, and the opening degree of the sub-throttle valve 22 is controlled according to the level of the signal. Max corresponds to fully opening the sub-throttle valve 22. When standby control is not executed, the sub-throttle valve 22 is fully opened.

When the standby control condition is satisfied (Q/n≧a), the process proceeds from step 64 to step 70, where FSTBY (standby flag) is set (:1), and then step 7
2, CTSTBY (standby control duration counter) is incremented. In step 74, it is determined whether CTSTBY≧A holds true. This determination is made by checking whether standby control has been continued for a predetermined period of time. If CTSTBY<A holds true, step 7
Proceed to standby control in step 6-82.

In step 76, the intake air amount correction coefficient (JGain) is calculated using map 1 (Fig. 4), in step 78, the rotation speed correction coefficient NGa1n is calculated using map 2 (Fig. 5), and in step 80, the engine water temperature correction coefficient TG
ain is calculated from map 2.

In step 82, the sub-throttle valve opening control signal level is TAGET=TKXQGain XNGa1n XTG
Calculated by ain. TK is sub-throttle valve 22
QGain
(Fig. 4), NGa1n (Fig. 5), TGai
Correction is performed by n (FIG. 6). Here, QGain and NGa1n are for changing a predetermined value (standby control amount) according to a factor of the engine torque obtained at the time of standby control. If the throttle valve is simply closed by a predetermined value, a satisfactory value cannot be achieved under all operating conditions. In this invention, the standby control amount is set in accordance with the engine torque factor at the time of starting standby control in order to prevent deterioration of acceleration when prediction that slip will occur is incorrect.

This harmonizes the contradictory demands of suppressing slip and improving acceleration. In this embodiment, QGa in, NG which is a gain for adjusting the standby control amount
The gain based on the torque factor is calculated by a in (see the maps in FIGS. 4 and 5). (or
TK X QGain may be given with Q as a parameter. ) Figure 7 shows the relationship between throttle valve opening and output torque. The optimal throttle valve opening during standby control is the point at which the engine output torque starts to drop suddenly when the throttle valve opening is decreased in the relationship between throttle valve opening and output torque in Figure 7. (for example, point A), but this throttle valve opening changes depending on the engine speed and intake air amount, and cannot be obtained simply by reducing the sub-throttle valve by a predetermined amount TK. Therefore, the amount by which the throttle valve is closed is adjusted based on the torque factor represented by the amount of intake air and the engine speed.

Instead of the intake air amount Q and the rotational speed ratio NE, the standby control amount may be set using other factors such as simply the engine rotational speed at that time. Similarly, the amount of intake air Q
(Also, the standby opening degree may be set by the opening degree of the main throttle valve 16. Also, these factors may be set by, for example, the throttle valve opening degree and the engine rotation speed.) In addition, depending on the shift position of the transmission, for example, when the shift position is in a low gear, the standby control amount (the amount by which the throttle valve is closed) can be increased. Even if the prediction of acceleration slip is wrong, the drive force recovers faster in the lower gears and the degree of deterioration in acceleration is smaller.
The purpose is to increase the slip suppression force when a slip occurs.

Note that TGain in step 80 is a factor that controls the throttle valve closing amount TAGET based on the engine cooling water temperature THW at the start of standby control. The lower the water temperature is, the larger the amount by which the sub-throttle valve 22 is closed during standby control is modified. If the water temperature is low, the fuel cut that is normally performed during TRC control cannot be performed (fuel cut control in steps 252-266 of the flowchart of the second embodiment (Figure 2)), so the engine torque is kept at a low level. be.

When a certain period of time has elapsed while the standby control is being performed after entering the standby control, CTSTI3Y≧A becomes true, and the flow proceeds from step 74 to step 66, where the standby control is canceled. This means that no slip occurs even after acceleration has started, it is determined that the road surface has a high coefficient of friction μ, and standby control is canceled.

During acceleration slip control, the process proceeds from steps 56, 58 or 60 to step 83, where it is determined whether traction control (TRC) is permitted. For example, when executing fail control, the determination in step 83 is NO. Step 8
4, it is determined whether traction control has ended or not.

For example, if the opening degree of the sub-throttle valve 22 is different from that of the main throttle valve 1,
When the opening degree becomes larger than 6, traction control ends.

If No in step 84, target vehicle speed VT3 is calculated as VT3:VTOX(1+a) in step 86. Here, α is the slip rate.

The slip ratio is appropriately set so as to obtain the greatest grip for the vehicle speed. In the slip 88, the control-order deviation DELV is expressed as DELV=VT3-(VillR
R+VWRL)/2. DELV means the primary deviation (size of deviation) expressed as the difference between the target vehicle speed and the average value of the rotational speed of the left and right driving wheels. In step 90, the control secondary deviation DELG is calculated as DELG=DELVTO-(DLVWRR+DLVWR
L)/2. DELG indicates a secondary deviation (magnitude of time change in deviation) expressed as a difference between the vehicle speed and the average value of the time change in the rotational speed of the left and right drive wheels.

DELVTO is the amount of change over time in vehicle speed VTO (step 54). In step 92, the control amount INCTAM in the closing control signal of the auxiliary throttle valve 22 is set to INCTAM=
kl XDEI, V+ is calculated by 2 xDEI, G. 2 in kl indicates the feedback gain. In step 94, TAGET is set to TAGET=TAGET
+ Calculated by INCTAM. This equation means that the opening degree of the sub-throttle valve 22 during slip control is controlled according to the magnitude of the deviation and the direction of change in the deviation.

If traction control is not permitted, or if the slip is eliminated and the traction control condition ends, the process proceeds from step 83 or step 84 to step 964;
FTRC is reset (=0).

Step 98 shows the output of the auxiliary throttle valve control signal calculated in steps 68, 82, and 94 to the actuator 24, and step 100 shows the output of the sub-throttle valve control signal calculated in steps 68, 82, and 94 to the actuator 24.
, VWRL, and VTO are each VWRRB.

VWRLB, placed in VTOB.

FIG. 8(A) shows the main throttle valve 16, sub-throttle valve 22, and rotational speed N during traction control in the first embodiment.
E shows changes in drive wheel rotation VWRR1 and vehicle body speed Vd0. Time 1. If ΔQ/N exceeds the judgment value a (Fig. 8 (
(b)), standby control is started, FSTBY is set to 1 (Fig. 7 (c)), and the sub-throttle valve 22 is closed to the standby opening degree, which is a parameter related to the engine torque. Controlled based on air volume and engine speed. Intake air amount to rotation speed ratio Q/H
controlled by Time t2 due to slipping of the driving wheels.
When transitioning to the TRC control condition, FTRC is set to 1. The broken line indicates the case where standby control is not performed.

FIG. 9 shows the configuration of the second embodiment. This second embodiment shows an application to a so-called linkless system. Only one throttle valve 22 is installed, the accelerator pedal 18 is separated from the throttle valve 22, and the control circuit 46 obtains the opening degree of the throttle valve 22 according to the amount of depression of the accelerator pedal 18.

Sensor 46 for detecting the opening degree of the accelerator pedal 18
' is provided. During traction control, the opening degree of the throttle valve 22 is controlled according to slip. Further, as in the first embodiment, standby control is executed in accordance with the torque factor of the internal combustion engine. Furthermore, this embodiment incorporates control to cut fuel at the start of traction control.

Next, the operation of the engine control circuit 46 of the second embodiment is
This will be explained using the flowchart shown in FIG.

This routine is assumed to be executed at regular intervals. In step 200, the amount of depression of the accelerator pedal 18 θaC1
Rotation speed of the right rear wheel on the driving side VWRR5 Rotation speed of the left rear wheel VWRL, Rotation speed of the right front wheel on the driven side VWFR, Rotation speed of the left front wheel VWFL (7) - (=fusa 46'', 4
8R.

The actual measured values of 48L, 50R, and 50L are read out. In step 202, the rotation speed of the right rear wheel this time VWRR
and the previous right rear wheel rotational speed VWRRB, DLVW
RR=VWRR-VWRRB and the difference between the current rotational speed VWRL of the left rear wheel and the rotational speed VWRLB of the left rear wheel, DLVWRL=VWRL-VWRLB, are calculated.

In step 204, the average value of the rotational speed VWFR of the right front wheel and the rotational speed VWFL of the left front wheel, VTO=(VWFR+VWFL)/2, and the difference D between this average value VTO and the previous average value VTOB.
EI, VTO=VTO-VTOB is calculated.

In step 206, the current opening degree TA of the throttle valve 22 is
The difference ΔTAM between M and the previous opening degree TAMB is calculated.

ΔTAM is the time change rate of the opening degree of the throttle valve.

In step 208, it is determined whether or not the rotational speed VWRR≧VTO+X of the right rear wheel (drive wheel) 34R holds true.

In step 210, it is determined whether the rotation speed of the left rear wheel (drive wheel) 34L holds true: VWRL≧VTO+X2.

When it is determined that no slip has occurred, the process proceeds to step 21.2, where it is determined whether the slip control flag FTRC=1. If the slip is not controlled, step 21
4, it is determined whether the standby flag FSTBY=1. If FSTBY=O, the process proceeds to step 216, where CLDY is incremented. CDLY is a counter that measures the duration of time after standby control ends when it ends due to a time limit.

In step 218, it is determined whether CDLY≧C. Here, CDLY has a time limit for standby control (C3TBY
This is a counter that measures the elapsed time after the completion when ≧A). When a predetermined period of time has elapsed after standby control ended due to the time limit, in step 220
DLY=C, and in step 222 it is determined whether the time change amount ΔTAlil≧b of the throttle valve opening TAM (i.e.,
It is determined whether the standby condition is satisfied or not. △TA
When IJ≧b holds true, the process proceeds to step 224, where the standby flag FSTB is set to 1.

If the predetermined time has not elapsed since the standby control ended due to the time limit (CDLY<C), step 2
The determination as to whether or not the standby condition is met in No. 22 is bypassed. That is, the fact that the standby control has ended within the time limit indicates that the road surface has a large friction coefficient μ, and the throttle valve 22 quickly returns to its original opening calculated in step 232, which will be described later, and the throttle valve opens. The change in TAM becomes large. At this time, there is a possibility that the condition of ΔTAIJ≧b in step 222 is cleared even though it is not a standby control condition, and the process shifts to standby control. Therefore, the determination in step 222 is avoided. When CDLY<C, the standby condition is determined in steps 226 and 228. That is, in step 226, the right rear wheel (drive wheel) 34
It is determined whether or not the rotational speed of R≧VTO+X1/2 holds true. In step 210, the left rear wheel (drive wheel)
It is determined whether or not the rotational speed VWRL≧VTO+X2/2 of 34L holds true. When VWRR≧VTO+X1/2 or GiVWRI≧VTO+X2/2 is established, the process advances to step 224. Steps 226 and 228 are considered to be immediately before a slip, although the slip is not large enough to start TRC (Yes at steps 208 and 210). (Here, Xi/2.X2/2 is a value that is appropriately set, and does not necessarily have to be this way.) Therefore, the standby flag FSTBY is set to 1, and standby control is performed. It should be noted that - once the transition to traction control is completed, CDLY=C (step 284, which will be described later), so the determination in step 218 is always Yes, and Δ
The determination step 222 of TAM≧b is passed.

If standby is not controlled, proceed to step 230, and FSTB
Y is reset (:0), CTSTBY is reset, counter CTSTBY is reset, and FTAM is reset. In step 232, the control amount ATA of the throttle valve 22 is determined according to the accelerator pedal depression amount θaC.
GET is calculated. Step 232 is normal control of the linkless throttle valve 22, and is a throttle valve opening target value A according to the amount of depression of the accelerator pedal 18.
It has a map of TAGET, and from this map interpolation calculation of the throttle valve opening target value ATAGET is executed according to the amount of depression of the accelerator pedal at that time.

When the standby condition is satisfied, the counter CL is set in step 234.
DY is cleared and CTSTBY is incremented at step 236. In step 238, C3TBY≧
It is determined whether A holds true or not. This determination is made by checking whether standby control has been continued for a predetermined period of time. CTS
When TBY<A holds true, standby control in steps 240-244 is executed. That is, in step 240, it is determined whether FTAM=1. FTAM is initially 0, and the process proceeds to step 242, where the throttle valve closing amount KTAM is calculated. KTAM is a value that determines which throttle valve should be closed from the original throttle valve opening calculated in step 232 during standby control, and is set in step 82 in FIG. 2 of the first embodiment. Corresponds to TAGET. In this embodiment, KTAM is provided with a map of the throttle valve opening TAM and KTAM, and KTAM is interpolated for the throttle valve opening TAM at that time. In step 244, the throttle valve opening target value during standby control is calculated as ATAGET=TAM-KTAIJ. KTAM is similar to the first embodiment,
Engine torque at that time (TAM is the factor)
These values are set by each TAM so as to obtain the optimum standby opening degree (the throttle valve opening degree at which the output torque starts to drop suddenly in the characteristics shown in FIG. 7). In the next step 245, FTAIJ is set to 1.

That is, the process at step 242 is performed after transitioning to standby control.
It will only be done once.

Step 208, 210 or 2 during acceleration slip control
The process proceeds from step 12 to step 250, where it is determined whether traction control is permitted or not.In step 252, FTRC is set to 1. Step 254 and subsequent steps show fuel cut control that is normally performed when transitioning to traction control. In step 254, it is determined whether FTRC=1. FTRC is a flag that is set from 0 to 1 at the time of transition to traction control. When passing through this step for the first time after entering traction control, FTRC=O, so the flow goes to step 256, where FFC=1. FFC is a fuel cut flag, and when FFC=1, a well-known fuel cut routine is executed in the not-illustrated fuel injection system of the internal combustion engine 10, and fuel injection is stopped. By temporarily stopping fuel injection, the engine torque is rapidly lowered during traction transition to suppress slippage. In step 256, FFCR is set to 1, and in step 260, the target opening ATAGE of the throttle valve 22 at the time of fuel cut is set.
T is calculated from the rotation speed map f(NE).

Next, when this routine is executed, in step 254 the FFC
Since it is R.1, the process proceeds to step 262, where it is determined whether it is FFC.1. Initially, FFC=1 (step 25
6), the process proceeds to step 264, and it is determined whether or not the amount of decrease in the engine rotational speed from the start of the fuel cut is ΔNE>Δ1. When the engine speed decreases by a predetermined amount, that is, when ΔNE>Δ1 holds true, FFC is set to 0 in step 266, and the fuel cut in the internal combustion engine is stopped.

If FFC is set to 1, the next routine proceeds from step 262 to step 270, where it is determined whether traction control (TRC) has ended. Step 27
2, the target vehicle speed VT3 is calculated by VT3=vTO×(1+α). Here, α is the slip rate.

The slip ratio is appropriately set so as to obtain the greatest grip for the vehicle speed. In step 274, the control-order deviation DELV is calculated as DELV=VT3-(VWRR
+VWRL)/2. DBLV means the primary deviation (the magnitude of the deviation) expressed as the difference between the target vehicle speed and the average value of the rotational speed of the left and right driving wheels. In step 276, the control secondary deviation DELG is calculated as DELG=DELVTO-(DLVWRR+DLVWR
L)/2. DELG indicates the secondary deviation (the magnitude of the time change of the deviation) expressed as the difference between the vehicle speed and the average value of the time change of the rotational speed of the left and right drive wheels. In step 278, the control amount INCTAM in the throttle valve opening control signal is calculated by INCTAM=klXDELV+2XDELG. kl and k2 indicate feedback gains. In step 280, the ATAG ET
Calculated by AGET=ATAGET+INCTAM. This equation means that the opening degree of the sub-throttle valve during slip control is controlled according to the magnitude of the deviation and the direction of change in the deviation.

When the traction control prohibition condition or slip is eliminated and the traction control condition ends, step 250
．． The process flows from step 270 to step 282, where FTRC is reset (:0), and in step 284, CDLY=C is set.

Step 290 is step 232.244.260.2
It shows the output of the auxiliary throttle valve control signal calculated in step 80 to the actuator 24, and in step 292, VWRR, VWRL, VTO, and TAM are each set to VWRRB for the next processing.

It is placed in VWRLB, VTOB, and TAIilB.

Control during fuel cut in the embodiment shown in FIG. 10 (step 25)
4-266) can also be incorporated into the first embodiment.

To explain the relationship with standby control, fuel cut when switching to traction control is performed to reduce engine torque, but if the intake pipe pressure is high (negative pressure or weak) at the time of fuel cut, the ignition plug of the internal combustion engine will not ignite. The required voltage is high and may exceed the insulation voltage of the ignition device, which is unfavorable for its durability. In conventional traction control that performs fuel cut, fuel cut is executed when the throttle valve is fully opened, where the required voltage is extremely high, but this embodiment can avoid this.

FIG. 11 shows another embodiment of standby control in the linkless throttle valve shown in FIG.
This should replace step 240.242.244.245 in Figure 0. In this embodiment, the throttle valve closing amount KTAM for standby control (step 306
) is calculated from a map (FIG. 12) of the engine speed NE and the throttle valve opening TAM.

In the first embodiment and the second embodiment, the throttle valve closing amount during standby control (TAGET in the first embodiment).

KTAM) of the second embodiment can be calculated according to the engine torque factor by other methods.

Additionally, the following learning control can be incorporated.

That is, when entering TRC control, the standby control amount (TAGET of standby 82 in Fig. 2, KT in Fig. 9)
AM) multiplied by the correction coefficient KX (>1.0), TAGET=KX x TAGET or TAM=KX
Let xKTAM be the standby control amount. This is based on the assumption that the slip occurred even with standby control because the throttle valve closing amount TAGET or KTAM during standby was insufficient, and this is corrected to obtain a larger standby control amount so that slip does not occur. It is intended to do so. To cancel learning, turn off the ignition key switch.
, let's say.

〔effect〕

According to the present invention, in a traction control device that performs standby control that predicts slippage during acceleration and closes a throttle valve, the amount of throttle valve closing during standby control is controlled in accordance with the factor of the torque generated by the engine at that time. are doing. This makes it possible to have an optimal standby opening degree depending on the engine torque at that time, which has the effect of minimizing deterioration in acceleration performance even if slippage is not predicted.

[Brief explanation of the drawing]

FIG. 1 is a functional block diagram of the invention. FIG. 2 is a configuration diagram of a first embodiment showing application to a vehicle equipped with a normal linked throttle valve. FIG. 3 is a flowchart showing the operation of the control circuit of the first embodiment. FIG. 4 is a graph showing the relationship between intake air amount and QGain. FIG. 5 is a graph showing the relationship between engine speed and NGa1n. FIG. 6 is a graph showing the relationship between engine water temperature and TGain. FIG. 7 is a graph showing the relationship between throttle valve opening and engine torque at each engine speed. FIG. 8 is a timing diagram illustrating the operation of the first embodiment. FIG. 9 is a configuration diagram of a second embodiment showing application to a vehicle equipped with a linkless throttle valve. FIG. 10 of the second embodiment is a flow chart showing the operation of the control circuit of the second embodiment. FIG. 11 is a flowchart showing another operation for setting the standby opening degree in the second embodiment. FIG. 12 is a graph explaining how to set KTAM in FIG. 11. be. 8... Vehicle, 10... Engine body, 12... Intake pipe, 16... Main throttle valve, 18... Accelerator pedal, 22... Sub-throttle valve, 23... Water temperature sensor, 24...actuator, 34R, 34L...
・Drive wheel, 36R, 36L... Driven wheel, 44... Rotation speed sensor, 46... Control circuit, 48R, 48L...
- Drive wheel speed sensor, 50R, 50L... Driven wheel speed sensor.

Claims (1)

[Scope of Claim] A slip control device for a vehicle, comprising: a valve member that can control the amount of intake air introduced into an internal combustion engine independently of an accelerator pedal; an actuator that controls the opening degree of the valve member; and a vehicle. means for detecting acceleration slip from the speed of a driving wheel and the speed of a driven wheel; slip control means for forming a control signal for an actuator that controls the opening degree of a valve member so as to suppress slip when acceleration slip occurs; Means for predicting acceleration slip from vehicle conditions; Standby control means for forming a control signal for an actuator to close a valve member by a predetermined amount when acceleration slip is predicted; Factors related to torque generated by an internal combustion engine A slip control device for a vehicle, comprising: standby opening setting means for adjusting a predetermined value accordingly.