JPH04109041A - Traction controller of vehicle - Google Patents

Abstract

PURPOSE:To prevent engine output from being rapidly decreased excessively by controlling an engine output adjusting part with a control quantity by which a slip value can match its target value without rapidly decreasing the engine output excessively during operation having shiftup spin generated. CONSTITUTION:Means A and B are provided in such a manner that a control quantity setting means A sets a control quantity for the purpose of matching the circumferential speed of driving wheels to the target circumferential speed corresponding to a target slipping value by adjusting the engine output, and a control quantity variation means B corrects the control quantity to the corrected control quantity which results in no change of the engine output when the control quantity makes the engine output decrease. When a slip is at the specified value or more, an engine output adjusting part is controlled with the corrected control quantity under the first condition in which the circumferential acceleration of the driving wheels is at the specified value or more and the like by means of an engine output control means C, and it is controlled with the control quantity obtained by a setting means A under the second condition which is different from the first condition.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention is capable of controlling the slip of the driving wheels of a vehicle on the road surface to a predetermined level by controlling the output adjustment section of the engine mounted on the vehicle. The present invention relates to a traction control device for a vehicle that suppresses the occurrence of traction control.

(Prior Art) When the slip of the driving wheels on the road surface is relatively large when the vehicle is running, for example, when the accelerator pedal is depressed and the accelerating state is taken, a preferable grip is determined. In such a case, applying braking force to the drive wheels or reducing engine output will reduce the slip of the drive wheels on the road surface. It is known that a vehicle is provided with a traction control device that performs traction control to prevent the amount of damage from exceeding a predetermined level. In such a traction control device, the traction control usually
For example, when a target slip rate or a target slip amount (hereinafter, the target slip rate or target slip amount is referred to as a target slip value) is set according to the road surface friction coefficient, the slip of the drive wheels of the vehicle relative to the road surface is set to a predetermined value. When the slip rate or slip amount (hereinafter, the slip rate or slip amount is referred to as slip value) is exceeded, that is, when it exceeds a predetermined scale, the slip on the road surface at the relevant drive wheel is set to the target slip value. This is accomplished by reducing the drive torque acting on the drive wheels by applying a braking force to the drive wheels or by reducing the output of the engine mounted on the vehicle.

When performing such traction control,
In order to apply a braking force to the drive wheels, the drive wheel brake device installed in the vehicle is activated, but considering the durability of the drive wheel brake device, for example, the applicant of the present application proposed previously. As shown in Japanese Unexamined Patent Publication No. 63-166649, when the slip of the driving wheels on the road surface is relatively small, traction control is performed by reducing the engine output; There are also known traction control devices that perform traction control by reducing engine output and operating a brake device for the drive wheels when the slip of the drive wheels on the road surface is relatively large. It is being

Furthermore, in traction control, if the reduction of the driving torque acting on the driving wheels whose slip on the road surface exceeds a predetermined slip value is performed by controlling to reduce the output of the engine installed in the vehicle, Normally, the amount of intake air supplied to a combustion chamber through an intake passage in an engine is adjusted. Such adjustment of the amount of intake air can be achieved by, for example, installing a sub-throttle valve in the intake passage of the engine, separate from the main throttle valve, which is placed there and changes its opening in conjunction with depression of the accelerator pedal. The sub-throttle valve is driven by an actuator that is controlled by a control signal to bring the slip at the driving wheels that exceeds a predetermined slip value to the target slip value, and its opening is adjusted. done by being done.

Furthermore, in a vehicle in which a sub-throttle valve is provided in the intake passage of the engine separately from the main throttle valve to perform traction control as described above, a shift-up operation is performed in the transmission mounted on the vehicle. occurs, which causes the engine speed to drop rapidly, and the output torque to change suddenly, resulting in a sudden change in the peripheral speed of the driving wheels.
As a result, there is a risk that a deceleration shock will occur as a result of the traction control device controlling the opening degree of the sub-throttle valve to be rapidly reduced. As disclosed in Japanese Patent Application No. 63-113131, in response to a sudden change in the circumferential speed of the driving wheels caused by an upshift operation, the opening degree of the sub-throttle valve is changed by
It has been proposed to limit the opening degree of the sub-throttle valve so that it does not suddenly become too small.

(Problem to be Solved by the Invention) As described above, in a vehicle in which traction control is performed by adjusting the opening degree of the sub-throttle valve provided in the intake passage of the engine, In response to sudden changes in the circumferential speed of the driving wheels caused by shift amplifier operation in the machine, control is performed to limit the opening of the auxiliary throttle valve so that it does not suddenly become too small. Detection of sudden changes in the circumferential speed of the drive wheels due to operation has conventionally been performed based on changes in engine speed and deviations of the circumferential speed of the drive wheels from the target circumferential speed. Therefore, it is difficult to say that this is done accurately, and in reality, the auxiliary throttle valve is There is a possibility that a control will be implemented to prevent the opening degree from becoming too small suddenly.

In view of this, the present invention performs traction control when the slip of the driving wheels of a vehicle on the road surface exceeds a predetermined level, and in the traction control, the slip on the road surface exceeds a predetermined level.
The traction control system was designed to reduce the drive torque acting on the drive wheels, which has now reached the second scale, by adjusting the output adjustment section in the engine.
During a call, sudden changes in the circumferential speed of the driving wheels caused by the shift amplifier operation in the transmission are accurately detected, and a situation in which the engine output suddenly decreases in response to the change is avoided. The purpose of the present invention is to provide a traction control device for a vehicle.

(Means for Solving the Problem) In order to achieve the above-mentioned object, a traction control device for a vehicle according to the present invention, as shown in the basic configuration in FIG. a target slip value setting means for setting a target slip value for the slip of the driving wheels with respect to the road surface; control amount setting means for setting a control amount for making the circumferential speed of the wheel match the target circumferential speed corresponding to the target slip value set by the target slip value setting means, based on the rotational state of the drive wheel; Additionally, when the control amount set by the control amount setting means results in a reduction in engine output,
control amount changing means for correcting the control amount to a corrected control amount that results in no change in engine output; and a control amount changing means for correcting the control amount to a corrected control amount that results in no change in engine output; is at least a predetermined value, the difference between the circumferential speed of the driving wheels and the target circumferential speed is at least a predetermined value, and the speed at which the engine speed is reduced is at least a predetermined value. ,
The output adjustment section of the engine is controlled by the corrected control amount obtained by the control amount changing means, and in a second state different from the first state, the output adjustment section of the engine is controlled by the control amount setting means. An engine output control means for controlling the engine output using the obtained control amount is provided.

(Function) In the vehicle traction control device according to the present invention configured as described above, the control amount for the engine output adjustment section is such that the slip detected by the slip detection means is set to a predetermined slip. value or more, the training speed of the driving wheels is more than a predetermined value, the difference between the circumferential speed of the driving wheels and the target circumferential speed is more than the predetermined value, and the speed at which the engine speed is reduced is Under the first state in which the slip value is equal to or greater than a predetermined value, the corrected control amount is obtained by the control amount changing means, and when the slip detected by the slip detection means is greater than or equal to the predetermined slip value. , under a state different from the first state, the control amount is set by the control amount setting means.

The first state corresponds to a state in which there is a sudden change in the circumferential speed of the driving wheels due to an upshift operation in the transmission of the vehicle equipped with the engine, and therefore In traction control using a traction control mill device, when there is no sudden change in the circumferential speed of the driving wheels due to an upshift operation in the transmission, the output adjustment section of the engine is used as the control amount setting means. In addition, when there is a sudden change in the circumferential speed of the driving wheels due to an upshift operation in the transmission, it means that the circumferential acceleration of the driving wheels is controlled at a predetermined value. As described above, the difference between the circumferential speed of the drive wheel and the target circumferential speed is greater than or equal to a predetermined value, and the reduction speed of the engine speed is greater than or equal to a predetermined value.
In response to this, the output adjustment section of the engine is controlled using the corrected control amount obtained by the control amount changing means. As a result, a sudden change in the circumferential speed of the driving wheels caused by an upshift operation in the transmission can be accurately detected, and when the change is detected, the corrective control amount for the engine's output adjustment section is applied. , a situation in which the output of the engine under t-section control becomes suddenly too small can be avoided.

(Example) FIG. 2 schematically shows an example of a traction control device for a vehicle according to the present invention, together with a vehicle to which the device is applied.

In FIG. 2, an engine 12 is mounted on the front part of a vehicle body 10. The engine 12 is, for example,
It has four cylinders 11, each of which is supplied with an air-fuel mixture formed by intake air through an intake passage 13 and fuel supplied from a fuel supply system, and is supplied into each cylinder 11. The resulting air-fuel mixture is combusted by the operation of the ignition system and is discharged into the exhaust passage 18.

The intake passage 13 is provided with a main throttle valve 15 whose opening degree is changed in conjunction with the accelerator pedal 14, and a sub-throttle valve 17 which is driven to open and close by a throttle actuator 16. 17 and the main throttle valve 15, the amount of intake air flowing through the intake passage 13 is adjusted. Then, the fuel from the fuel supply system is mixed with the intake air whose amount has been regulated twice by the sub-throttle valve 17 and the main throttle valve 15 provided in the intake passage 13, and the resulting air-fuel mixture is delivered to the cylinder. 11, the engine 12 is put into operation, and its output (torque) is transferred to the hydraulic torque converter 22° automatic transmission a23. The power is transmitted to the left rear wheel 2OL and the right rear wheel 2OR via a power transmission path formed including the propeller shaft 24 and the differential mechanism 25, respectively. That is, left rear wheel 2OL
The right rear wheel 20R is the driving wheel.

Engine 12. The hydraulic torque converter 22 and the automatic transmission 23 are coupled to form - blocks, and a front left wheel 21L and a front right wheel 21R are arranged as driven wheels on both sides of the block. These left front wheel 21L and right front wheel 2
A brake control section 30 is provided in relation to 1R, the left rear wheel 2OL, and the right rear wheel 2OR. The brake control unit 30 controls the left front wheel 21L and the right front wheel 21R9.
A disc brake 3 includes a disc 32 attached to each of the left rear wheel 2OL and the right rear wheel 2OR, and a caliper 34 provided with a brake pad that presses the disc 32.
5A to 35D.

The caliper 34 of each of the disc brakes 35A to 35D is equipped with a wheel cylinder 36,
Conduit pipes 37a to 37d extending from the hydraulic pressure adjustment section 40 are connected to each wheel cylinder 36, respectively. When brake fluid pressure is supplied to the wheel cylinder 36 from the fluid pressure adjustment unit 40 via conduits 37a to 37d, each caliper 34 applies a pressing force to the disc 32 according to the supplied brake fluid pressure. Press down, left front wheel 21L, right front wheel 21R2, left rear wheel 20L, and right rear wheel 2OR
It is assumed that the brake will be applied.

The hydraulic pressure adjusting unit 40 is supplied with hydraulic pressure in response to a depression operation of the brake pedal 41 from a power cylinder 43 provided in association with the brake pedal 41 through conduits 42a and 42b, and is also supplied to the hydraulic pressure adjusting unit 40 through a pump 44 and a pressure regulating unit. valve 4
5 is supplied through conduit 46. Then, the hydraulic pressure adjustment section 40 controls the brake pedal 4
A brake fluid pressure corresponding to the depression operation of Step 1 is generated and is applied to the disc brake 35A through conduits 37a to 37d.
- 35D and the operating states of the built-in electromagnetic on-off valves 51 to 54, brake fluid pressures for the disc brakes 35C and 35D are individually formed, and the pressure is applied to the disc brakes 35C and 35D. and 35D, respectively.

The electromagnetic on-off valves 51 to 54 are Nf61 on-off valves 51
and a set of an electromagnetic on-off valve 52 and a set of an electromagnetic on-off valve 53 and an electromagnetic on-off valve 54. and is involved in adjusting the brake fluid pressure for 35D. In each set, when one electromagnetic on-off valve 51 and 53 is closed and the other electromagnetic on-off valve 52 and 54 is opened, the brake fluid pressure supplied to the disc brakes 35C and 35D is reduced. On the contrary, in each set, when one of the electromagnetic on-off valves 51 and 53 is opened and the other electromagnetic on-off valves 52 and 54 are closed, the power is supplied to the disc brakes 35C and 35D. When the brake fluid pressures are respectively increased and all of the sets are closed, the brake fluid pressures supplied to the disc brakes 35C and 35D are maintained at the current state.

In addition to the above configuration, Skot 1-Luakunayueta 16
A control unit 1100 is provided to control the operation of the electromagnetic valves 51 to 54 and to control the opening and closing of the electromagnetic valves 51 to 54.

The control unit 100 includes a left front wheel 21L, which is obtained from speed sensors 61 to 64 provided in connection with the left front wheel 21L, right front wheel 21R1, left rear wheel 20I2, and right rear wheel 2OR, respectively.

The peripheral speeds of the front right wheel 21R1, the rear left wheel 2OL, and the rear right wheel 2OR are obtained from detection output signals S, ~S4, respectively, and a throttle opening sensor 65 provided in connection with the main throttle valve 15. , main throttle valve 15
A detection output signal St detecting the opening degree of the accelerator pedal 14, a detection output signal Sa obtained from the accelerator pedal sensor 66 detecting the amount of depression of the accelerator pedal 14, and a detection output signal Sa obtained from the steering angle sensor 67, the front left wheel 21L and the front right wheel 21R. a detection output signal Sd that detects the steering angle of the vehicle; a detection output signal Sv that detects the traveling speed (vehicle speed) of the vehicle obtained from the vehicle speed sensor 68;
A detection output signal Sn obtained from a rotation speed sensor 69 that detects the rotation speed of the engine 12 (engine rotation speed) is supplied.

The control unit 100 has detection output signals Sa, S
d and Sv are taken in at a predetermined period, and the detection output signal Sv is calculated by combining the vehicle speed at which the detection output signal Sv occurs and the vehicle body acceleration obtained by differentiating the vehicle speed with the vehicle speed, vehicle body acceleration, and road surface friction coefficient stored in the built-in memory in advance. The estimated value of the road surface friction coefficient is obtained by comparing it with a data map that defines the relationship. and,
The estimated value of the road surface friction coefficient obtained is compared with a data map that defines the relationship between the road surface friction coefficient and the basic target slip value stored in advance in the built-in memory, and the result is used for traction control by adjusting the sub-throttle valve opening. and a second basic target slip value for traction control by brake control, and further add the vehicle speed at which the detection output signal Sv occurs and the detection output to the first basic target slip value. A first target slip value STT for traction control by adjusting the auxiliary throttle valve opening is obtained by multiplying the signal Sa by a correction coefficient based on the accelerator depression amount and the detected output signal Sd based on the steering angle. and set the second
The basic target slip value is multiplied by a correction coefficient based on the vehicle speed at which the detected output signal Sv occurs, the accelerator depression amount at which the detected output signal Sa indicates the accelerator, and the steering angle at which the detected output signal Sd indicates the incident brake. A second target slip value STB for traction control is set. The second target slip value STB is greater than the first target slip value STT.

The control unit 100 also outputs a detection output signal 3.
1 to S4 are captured at a predetermined period, and the captured detection output signals S and -S appear respectively. From the difference between the average circumferential speed of the front right wheel 21L and the circumferential speed of the right front wheel 21H, and the larger of the circumferential speeds of the left rear wheel 2OL and the right rear wheel 2OR, Detects the slip value SP and calculates the slip value SP, and also calculates the circumferential speed of the left front wheel 21L and the right front wheel 2
From the difference between the average circumferential speed of 1R and the circumferential speed of left rear wheel 2OL, "slip of left rear wheel 2OL on the road surface" is detected and its slip value SPL is calculated. From the difference between the circumferential speed and the average value of the circumferential speed of the right front wheel 21H and the circumferential speed of the right rear wheel 2OR, "Right rear wheel 2
The slip angle on the 0R road surface is detected and the slip value SPR is calculated. Then, the calculated ``slip of the driving wheel against the road surface °'' slip 4.US
P is compared with the first target slip value STT, and when the slip value SP changes from being less than the first target slip value 377 to the first target slip value STT, the slip value SP is set to the first target slip value STT. By controlling the throttle actuator 16 and adjusting the opening degree of the sub-throttle valve 17 to match the slip value STT, the engine 1
By reducing the output of 2, the left rear wheel 2OL and the right rear wheel 2OR
Traction control is started by adjusting the opening of the secondary throttle valve, which reduces the driving torque acting on the
Also, the calculated slip value SPL of the left rear wheel 20L with respect to the road surface is compared with a preset second target slip value STB, and the slip value SPL is determined to be the second target slip value STB.
When the target slip value is 378 or more, the left rear wheel 2OL
The drive torque acting on the left rear wheel 2OL is reduced by controlling the electromagnetic on-off valves 51 and 52 and operating the disc brake 35C in order to make the circumferential speed of the wheel the same as the target circumferential speed corresponding to the second target slip value STB. In addition, the calculated slip value SPR of the "slip of the right rear wheel 2OR on the road surface" is compared with a second target slip value STB set in advance, and the slip value SPR is determined. When the second target slip value is 378 or more, the right rear wheel 2O
In order to bring the circumferential speed of R to the target circumferential speed corresponding to the second target slip value STB, the drive torque acting on the right rear wheel 2OR is controlled by controlling the electromagnetic on-off valves 53 and 54 and operating the disc brake 35D. traction control using brake control.

At this time, the opening degree of the sub-throttle valve 17 is adjusted, and the slip value SP of the "slip of the driving wheels relative to the road surface" is adjusted.
is set to match the first target slip value STT, so that, for example, the driving force increased when the accelerator pedal 14 is depressed is applied to the left rear wheel 20.
It is assumed that the first target slip value STT is set so as to obtain a state in which the torque is efficiently transmitted from the L and right rear wheels 20R to the road surface. Note that the sub-throttle valve 17 is maintained at its maximum opening, that is, in a fully open state, when traction control is not performed by adjusting the sub-throttle valve opening.

Traction control by brake control by the control unit 100 is performed by "'left rear wheel 2O
When the slip value SPL of the slipper on the road surface of L or the slip value SPR of the slipper on the road surface of the right rear wheel 2OR exceeds the second target slip value of 378, traction control is performed by adjusting the opening of the sub-throttle valve. In addition, when the slip value SPL of "the slip of the left rear wheel 2OL against the road surface" becomes equal to or higher than the second target slip value 378, the control unit 100 controls the electromagnetic on-off valves 51 and 52 in the hydraulic pressure adjustment section 40. are supplied with valve drive signals Ca and cb, respectively, and the disc brake 35C adjusts to the slip value SPL.
is operated so as to be less than the second target slip value 378, and the slip value SPR of "slip of the right rear wheel 2OR with respect to the road surface" is set to be less than the second target slip value ST.
When the pressure exceeds B, the control unit 100 controls the electromagnetic on-off valves 53 and 54 in the hydraulic pressure adjustment section 40.
Valve drive signals Cc and Cd are supplied to the disc brake 35D, respectively, and the disc brake 35D is operated so that the slip value SPR becomes less than the second target slip value 378.

Under such circumstances, when the control unit 100 performs traction control by adjusting the opening of the auxiliary throttle valve, the slip value SP of the "slip of the driving wheels relative to the road surface" is set to the first target slip value ST.
T, and traction control is being performed. Therefore, when the secondary throttle valve 17 is fully open, for example, the accelerator pedal 14 is depressed and the opening degree of the main throttle valve 15 is increased. When an acceleration state is taken and the slip value SP of the drive wheel's slip with respect to the road surface is equal to or higher than the first target slip value STT, the traction control starts. In order to cause the actuator 16 to adjust the slip value SP to the first target slip value STT, the sub-throttle valve 1 is
A drive signal Ct for adjusting the opening degree of 7 is supplied.

When the drive signal Ct is supplied from the control unit 100 to the throttle actuator 16, the opening degree of the sub-throttle valve 17 is decreased or increased, or the sub-throttle valve 17 at that time is
A control amount for maintaining the opening degree of is set, and a drive signal Ct corresponding to the set control amount XC is generated. Then, the opening degree of the sub-throttle nottle valve 17 is adjusted in accordance with the drive signal Ct supplied to the throttle actuator 1G, and thereby the engine 1
If the output of 2 is different between the peripheral speed of the left rear wheel 2OL and the peripheral speed of the right rear wheel 2OR, the larger one is selected. Circumferential speed is V
Traction control is performed so that the WD substantially matches the target circumferential speed VST corresponding to the first target slip value STT. The control amount XC for the throttle actuator 16 in this case is set as follows.

In setting the control amount
The deviation from DWS is determined. Next, the determined driving wheel circumferential acceleration ACD and deviation I)WS are calculated from the driving wheel circumferential acceleration ACD, deviation DWS, and basic control amount XCB, which are stored in advance in the memory built into the control unit l-100. The relationship is checked against a data map to obtain a basic control amount XCB corresponding to the determined driving wheel circumferential acceleration ACD and deviation DWS.

In such a case, an example of a data map used to determine the basic control amount XCB is as shown in Table-a below.

(PL, PM, and PS represent the basic control amounts that produce the opening degree divided into three stages, with the opening degree increasing sequentially from ps to PL, and NL, NM, and N
S represents the basic control amount that causes the opening degree to be divided into three stages, with the opening degree decreasing sequentially from NS to NL, and zO represents the basic control amount that maintains the current status. ) The control unit 100 then controls the automatic transmission 2.
A sudden change in the circumferential speed of the driving wheels, that is, the left and right rear wheels 2OL and 2OR1 due to the upshift in step 3 (hereinafter referred to as
This sudden change in the driving wheel circumferential speed is called "shift-up spin".The system determines whether or not "shift-up spin" is occurring.If "shift-up spin" is not occurring, the , the basic control amount XCB obtained as described above is determined based on the drive signal Ct.
is set as the control amount XC for the throttle actuator 16, which is formed.

Also, if "shift up spin" occurs,
The control unit 100 has basic control IX obtained based on the data map shown in Table a above.
CB is driven based on PL, PM, PS which results in an increase in the opening degree of the sub-throttle valve 17, or ZO which results in no change in the opening degree of the sub-throttle valve 17. It is set as the control amount XC for the throttle actuator 16 where the signal Ct is generated, and if it is NL, NM or NS that results in a reduction in the opening degree of the auxiliary throttle valve 17, it is set as ZO. Therefore, it is assumed that a modification has been made to change the opening degree of the sub-throttle valve 17 to the one that does not change and remains as it is, and the single control amount X after such modification has been made.
CB is set as the control amount XC for the throttle actuator 16, based on which the drive signal Ct is generated.

The determination of "shift up spin" by the control unit 100 is that the driving wheel circumferential acceleration ACD is a predetermined value, for example, 2.0G or more, and the driving wheel circumferential speed VWD
The deviation DWS from the target circumferential speed VST is a predetermined value, for example, 5. Okn/h or more, and the engine rotation speed N
e reduction speed ΔNen is a predetermined value, for example, 135 rp
When the condition of m/τ (τ is a predetermined calculation period in the control unit 100) or more is satisfied, it is determined that "shift up spin °" is occurring, and it is determined that such a condition is not satisfied. If not, it is determined that "upshift spin" is not occurring.Based on whether or not such conditions are met, it is determined whether or not "upshift spin" is occurring. By determining this, the "upshift spin" can be detected extremely accurately.

Based on the above, the traction control by adjusting the opening of the auxiliary throttle valve by the control unit 100 is based on the basic control obtained based on the data map shown in Table-a above when "upshift spin" is not occurring. The amount XCB is directly used as the control amount XC, and the drive signal Ct formed based on the control IXc is supplied to the throttle actuator 16 to perform the control. is the basic control IXc obtained based on the data map shown in Table-a above.
If B results in a reduction in the opening degree of the auxiliary throttle valve 17, it is corrected to a value that results in no change in the opening degree of the auxiliary throttle valve 17, and is set as the control amount XC. A drive signal Ct formed based on the control amount XC is supplied to the throttle actuator 16 for operation.

By doing this, “shift up spin”
is not occurring, the basic control amount XCB, which is set based on the driving wheel circumferential acceleration ACD and the deviation DWS of the driving wheel circumferential speed VWD from the target circumferential speed VST, is set as it is, and the control Ixc is set to t+. The opening degree control of the auxiliary throttle valve 17 is performed at , and an operation is quickly performed to match the slip value SP of the "slip of the driving wheels against the road surface" with the first target slip value STT. When "shift up spin" occurs, the basic control amount The opening of the sub-throttle valve 17 is controlled using the control amount xC, and the operation of making the slip value SP of the "slip of the driving wheels relative to the road surface" match the first target slip value STT is the operation of the sub-throttle valve 17. This is done under the condition that the situation where the opening degree of No. 17 suddenly becomes too small is avoided.
Deceleration shock is reduced.

The control unit 100 that operates as described above is configured by, for example, a microcomputer, but please refer to the flowcharts shown in FIGS. 3 and 4 for an example of a program that such a microcomputer executes for traction control. I will explain.

In the program shown in the flowchart of FIG. 3, after the start, various detection output signals are acquired in step 70, and in the following step 71, the first target slip value STT for traction control by adjusting the auxiliary throttle valve opening is determined. and a second target slip value STB for traction control by brake control. First target slip (i
In setting ffsTT, the vehicle speed at which the detection output signal Sv captured in step 70 is detected and the vehicle body acceleration obtained by differentiating the vehicle speed are combined with the vehicle speed, vehicle body acceleration, and road surface friction coefficient stored in the memory in advance. The estimated value of the road surface friction coefficient was obtained by comparing it with a data map that determined the relationship, and the relationship between the obtained estimated value of the road surface friction coefficient and the road surface friction coefficient stored in advance in memory and the basic target slip value was determined. The first basic target slip value for traction control by adjusting the opening of the auxiliary throttle valve is determined by comparing with the pig map, and the detection output signal Sv taken in at step 70 is added to the first basic target slip value. The detection output signal Sa and the detection output signal Sd are the vehicle speed, accelerator depression amount, and left front wheel 21L, respectively.
By multiplying the correction coefficient based on the steering angle for the right front wheel 21R, the first target slip 4fj-S T
Try to get T. In addition, the second target slip value S
In setting TB, the estimated value of the road surface friction coefficient obtained based on the vehicle speed at which the detection output signal Sv taken in in step 70 and the vehicle body acceleration obtained by differentiating the vehicle speed is used as the road surface friction coefficient. A second basic target slip value for traction control by brake control is determined by comparing it with a data map that defines the relationship with the basic target slip value. By multiplying the detected output signal Sv, the detected output signal Sa, and the detected output signal Sd by a correction coefficient based on the vehicle speed, accelerator depression amount, and steering angle of the left front wheel 21L and right front wheel 21R, respectively. , second target slip value ST
Try to get B. The first target slip value STT and the second target slip value STB are set such that the second target slip value STB is larger than the first target slip value STT.

Next, in step 72, a determination regarding "shift up spin" is made as described below, and if "shift up spin" has not occurred, the shift up spin flag Fu is set to 0, Further, if "shift up spin °" is occurring, the shift amplifier spin flag Fu is set to 1.

Subsequently, in step 73, the detection output signal SI"-S a taken in in step 70 is applied to the left front wheel 21L, the right front wheel 21R9, the left rear wheel 20L, and the right rear wheel 2.
Based on the circumferential speed of the OR, if the average driven wheel circumferential speed VWN, the circumferential speed of the left rear wheel 2OL, and the circumferential speed of the right rear wheel 2OR are different, the larger one is selected. The difference between the driving wheel circumferential speed VWD and one of the driving wheel circumferential speeds (VW
D-VWN), “slip of the driving wheels on the road surface”
is detected and its slip value SP is calculated. In addition, the average driven wheel circumferential speed VWN and the circumferential speed V of the left rear wheel 20L
From the difference with WDL (VWDL-VWN) °"Left rear wheel 2O
L's slip °° with respect to the road surface is detected, the slip value SPL is calculated, and the difference between the average driven wheel peripheral speed VWN and the peripheral speed VWDR of the right rear wheel 20R (VWD
R-VWN), the "slip of the right rear wheel 2OR on the road surface" is detected, and its slip value SPR is calculated.

Thereafter, in step 74, based on the detection output signal St taken in step 70, it is determined whether the opening degree MH of the main throttle valve 15 is 0 or not, that is, whether the main throttle valve 15 is in the fully closed state. to judge. As a result, if the main throttle valve 15 is fully closed, step 7
5, traction control flag Fs
is set to 0, and if the traction control flag Fs is not set to O, in step 76 the traction control flag Fs is set to 0.
After setting s to 0, the process returns to step 70, and if the traction control flag Fs is set to 0, the process directly returns to step 70.

If the main throttle valve 15 is not fully closed as a result of the determination in step 74, it is determined in step 77 whether or not the traction control flag Fs is set to 1, and the traction control flag Fs is determined to be 1.
If the flag Fs is not set to l, in step 78 it is determined whether the slip value SP of the drive wheel relative to the road surface calculated in step 73 is greater than or equal to the first target slip value STT set in step 71. As a result, if the slip value SP is less than the first target slip value STT, the process returns to step 70.

On the other hand, as a result of the determination in step 78, the slip value S
If P is equal to or greater than the first target slip (Ii!S T 7), the traction control flag Fs is set to 1 in step 79, and the traction control flag Fs is set to 1 in step 80.
, the driving wheel circumferential acceleration ACD is obtained based on the driving wheel circumferential speed VWD, and the left rear wheel 2O is set with reference to the average driven wheel circumferential speed VWN of the driving wheel circumferential speed VWD.
Deviation DW from the target circumferential speed VST corresponding to the first target slip value STT for each of the L and right rear wheels 20R
S, and the obtained driving wheel circumferential acceleration ACD and deviation DWS
The relationship between the driving wheel circumferential acceleration ACD, the deviation DWS, and the basic control amount XCB is compared with the data map, and the basic control amount XCB corresponding to the obtained driving wheel circumferential acceleration ACD and the deviation DWS is determined.

Next, in step 81, it is determined whether the shift-up flag Fu is set to 1, and the shift-up flag Fu is set to 1.
If flag Fu is not set to 1, step 8
2, the basic control amount XCB obtained in step 80 is directly applied to the throttle actuator 1.
In step 83, a drive signal Ct is formed based on the control amount XC, and the obtained drive signal Ct is sent to the throttle actuator 16, and the process proceeds to step 84. Traction control is performed using brake control, and then the process returns to step 70.

If it is determined in step 81 that the shift-up flag Fu is set to 1, then in step 85 the basic control amount If the result is a reduction in the change in the opening degree of the auxiliary throttle valve 17, it is considered that the modification has been made to the result that the change in the opening degree of the auxiliary throttle valve 17 is not changed, and the modification has been made. The basic control IXcB is set as the control amount XC for the throttle actuator 16, on the basis of which the drive signal Ct is generated. Subsequently, the process proceeds to step 83, where a drive signal Ct is formed based on the control amount XC set at step 85, and the obtained drive signal Ct is sent to the throttle actuator 16. Thereafter, the process proceeds to step 84, where traction control is performed by brake control, and the process returns to step 70.

On the other hand, as a result of the determination in step 77, if the traction control flag Fs is 1, the process directly proceeds to step 80, executes each step after step 80 as described above, and returns to step 70.

FIG. 4 shows a flowchart of the process executed when the determination regarding the "shift up spin" is made in step 72 described above. In the process shown in the flowchart of FIG. 4, after the start, in step 90, the drive wheel circumferential acceleration ACD
is 2.0G or more. As a result, if the drive wheel circumferential acceleration ACD is 2.0G or more, in step 91, the deviation DWS of the drive wheel circumferential speed VWD from the target circumferential speed VST is 5.0G. Q km/h or more, and if the deviation DWS is 5.0 km/h or more, in step 92, the detection output signal Sn
The reduction speed ΔNen of the engine rotation speed Ne at which a hailstorm occurs is 1
It is determined whether or not the speed is 35 rpm/τ (τ is the calculation period) or more. As a result, the reduction rate ΔN of the engine speed Ne
If en is 135 rpm/τ or more, in step 93, the shift up spin flag Fu is set to 1.
Set to , and end the process.

Further, in step 90, the driving wheel circumferential acceleration ACD is set to 2.
．． If it is determined that the deviation DWS is less than 0G, or if it is determined in step 91 that the deviation DWS is less than 5.0 km/h, or if the reduction speed ΔNen of the engine rotation speed Ne is less than 135 rpm/τ in step 92. If it is determined that this is the case, the shift amplifier spin flag Fu is set to 0 in step 94, and the process ends.

(Effects of the Invention) As is clear from the above description, the traction control device for a vehicle according to the present invention performs traction control when the slip of the driving wheels of the vehicle on the road surface exceeds a predetermined level. In the traction control, the drive torque acting on the drive wheels whose slip on the road surface exceeds a predetermined level is reduced by adjusting the output adjustment section in the engine. When the slip detected by the slip detection means is greater than or equal to a predetermined slip value, the controlled speed of the drive wheel is greater than or equal to the predetermined value, and the target circumferential speed of the drive wheel is determined. Under the first condition, in which the deviation from the circumferential speed is at least a predetermined value and the rate at which the engine speed is reduced is at least a predetermined value, the engine output is not suddenly reduced and the driving wheels are The slip value of the slip on the road surface of the driving wheels is set to match the target slip value, and in a state different from the first state, the slip value of the drive wheel's slip on the road surface is set to match the target slip value. shall be in accordance with the The first state corresponds to a state where "upshift spin" is occurring, and therefore, according to the traction control by the traction control device for a vehicle according to the present invention, "
Under conditions where "shift up spin" is not occurring,
The output adjustment section of the engine is controlled with a control amount that quickly matches the slip value of the drive wheel against the road surface with the target slip value, and in a state where "upshift spin" is occurring. ,
That is, when the driving wheel speed is equal to or higher than a predetermined value, the deviation of the driving wheel circumferential speed from the target circumferential speed is greater than or equal to a predetermined value, and the engine speed reduction speed is greater than or equal to a predetermined value. It is detected when a certain condition is met, and in response, the engine output adjustment section adjusts the slip value of the drive wheels relative to the road surface to match the target slip value without suddenly reducing the engine output. ``Shift up spin'' is accurately detected.
When this detection is made, a situation in which the output of the engine under traction control suddenly becomes too small is avoided.

[Brief explanation of drawings]

FIG. 1 is a basic configuration diagram showing a traction control device for a vehicle according to the present invention in accordance with the claims, and FIG. 2 shows an example of the traction control device for a vehicle according to the present invention together with a vehicle to which it is applied. The configuration diagrams shown in FIGS. 3 and 4 are flowcharts showing examples of programs executed by a microcomputer in the case where the control unit in the example shown in FIG. 2 is constituted by a microcomputer. In the figure, 12 is the engine, 15 is the main throttle valve, 1
6 is a throttle actuator, 17 is an auxiliary throttle valve, 2OL is a left rear wheel, 2OR is a right rear wheel, 21L is a left front wheel, 21R is a right front wheel, 30 is a brake control unit,
35A to 35D are disc brakes, 51 to 54 are electromagnetic valves, 61 to 64 are speed sensors, 68 is a vehicle speed sensor, 69 is a rotation speed sensor, and 100 is a control unit. 1st

Claims (1)

[Scope of Claims] Slip detection means for detecting slip of a drive wheel of a vehicle with respect to a road surface; target slip value setting means for setting a target slip rate or a target slip amount for the slip of the drive wheel with respect to a road surface; a target slip rate or a target slip amount set by the target slip value setting means by adjusting the output of the engine and setting the circumferential speed of the drive wheel to the output adjustment unit of the engine installed in the engine; control amount setting means for setting a control amount for matching the circumferential speed based on the rotational state of the driving wheels; and the control amount set by the control amount setting means resulting in a reduction in the output of the engine. control amount changing means for modifying the control amount to a corrected control amount that results in no change in the output of the engine; and a control amount changing means for correcting the control amount to a corrected control amount that results in no change in the output of the engine; when the circumferential acceleration of the drive wheel is at least a predetermined value, the difference between the circumferential speed of the drive wheel and the target circumferential speed is at least a predetermined value, and the speed at which the rotational speed of the engine is reduced; is equal to or greater than a predetermined value, the output adjustment section of the engine is controlled with the corrected control amount obtained by the control amount changing means; 2. A traction control device for a vehicle, comprising: engine output control means for controlling the output adjustment section of the engine with the control amount obtained by the control amount setting means under the condition of item 2.