JPH0681688A - Slippage controller of vehicle - Google Patents

Abstract

PURPOSE:To converge large slippage generated by an initial spin early and surely by making a control means of the supercharging pressure control valve of a mechanical supercharger at the time of start of slippage of driving wheels and also suppressing the output torque of an engine. CONSTITUTION:A mechanical supercharger 31 is set in the intake passage 30 of an engine mounted on a vehicle. A control valve 38 for controlling the supercharging pressure is arranged in a recirculation passage 37 which communicated both up and down sides of the supercharger 31 with each other. The supercharging pressure is controlled in a supercharge range and output of the engine is controlled by a slippage control means 20 based on respective detection signals from a pressure sensor 10, an acceleration opening sensor 11 and the like when the slippage quantity of driving wheels increases beyond a specified threshold value. On the other hand, the output torque of the engine is suppressed in the non-supercharging range. In this case, a control is made by the control valve 38 and the output torque of the engine is suppressed by means of the slippage control means 20, at the time of start of the slippage.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a slip control device for a vehicle, and more particularly to a slip control for a vehicle provided with an engine having a mechanical supercharger capable of controlling the supercharging pressure by a supercharging pressure control valve. Regarding the device.

[0002]

2. Description of the Related Art When a drive wheel slips when a vehicle starts or accelerates, various problems occur such as a decrease in lateral drag force between a tire and a road surface, loss of maneuverability, and deterioration of fuel efficiency. In particular, in a vehicle equipped with a supercharged engine, when the supercharger operates, the output torque of the engine increases, and slippage easily occurs, which is a greater problem.

Therefore, various slip control devices for suppressing such a slip of the driving wheels have been proposed in the past, and one of them is disclosed in Japanese Patent Laid-Open No. 2-61339. In a conventional vehicle slip control device described in this publication, a throttle valve based on the rotational speed of the engine and the opening of the throttle valve is used in order to control the amount of suppression of the output torque of the engine according to the magnitude of the slip. Control amount calculation means for calculating the amount of change in output torque with respect to a change in the opening degree and calculating the amount of control of the throttle valve from the amount of change and the size of the slip of the drive wheels, and when the supercharger is operating and when it is not operating. Thus, by providing the calculation characteristic switching means for switching the calculation characteristic of the change amount by the control amount calculation means and corresponding the change amount to the output characteristic of the engine which changes depending on the operation / non-operation of the supercharger, Even if the output characteristics of the engine change depending on the operating state of the machine, the output torque of the engine is reduced with optimum responsiveness according to the magnitude of the slip generated on the drive wheels. It can be made so that it is possible to quickly converge the rotational speed of the drive wheels to the target driving wheel speed.

[0004]

In the conventional vehicle slip control device described in the above publication, the output torque of the engine is suppressed by driving the throttle valve (sub-throttle valve) in the closing direction. There is. On the other hand, in addition to suppressing the engine output torque by controlling the throttle valve as described above, the engine output torque is suppressed by the ignition timing control and the fuel injection restriction (fuel cut) to reduce the slip. It is known to have been made. That is, in the ignition timing control, the retard amount is determined according to the control level, and in the fuel injection limit, the fuel injection of the specific cylinder of the engine is cut according to the control level to suppress the output torque of the engine. I am trying to do it.

It is conceivable that the slip control device for suppressing the output torque of the engine by such ignition timing control and fuel injection limitation is applied to a vehicle equipped with a supercharged engine. However, if the ignition timing is retarded by such ignition timing control in the supercharging region, only a large amount of air enters the cylinder, causing a so-called post-combustion state, the temperature of the catalyst rises significantly, and When the fuel injection is cut by the fuel injection restriction in the region, the unburned component reacts with air in the catalyst and is further supercharged, which causes a problem that the temperature of the catalyst rises remarkably. Also, the engine output increases due to the operation of the supercharger,
As a result, a large initial spin occurs, but it is necessary to quickly and surely converge a large slip generated by this initial spin.

Therefore, the present invention has been made to solve the above-mentioned problems of the prior art, and is a vehicle capable of traction control capable of quickly and surely converging a large slip caused by the first spin. An object of the present invention is to provide a slip control device. Another object of the present invention is to provide a vehicle slip control device that can prevent the catalyst temperature from rising.

[0007]

In order to achieve the above object, the present invention provides a slip of a vehicle having an engine having a mechanical supercharger capable of controlling the supercharging pressure by a supercharging pressure control valve. In the control device, drive wheel speed detection means for detecting the rotation speed of the drive wheels, slip detection means for detecting the slip amount of the drive wheels based on the detected rotation speed of the drive wheels, supercharging region and non-supercharging When the slip amount of the driving wheels exceeds a predetermined threshold value by the supercharging area detecting means for detecting the area and the slip detecting means, the supercharging pressure of the mechanical supercharger is increased in the supercharging area. Output torque suppressing means for controlling the engine output under a predetermined condition while controlling by the control valve, controlling the engine output in the non-supercharging region, and suppressing the output torque of the engine. The output torque suppression means, when the slip start of the drive wheels to control the supercharging pressure control valve to control the engine output is characterized in that so as to suppress the output torque of the engine.

In the present invention thus constructed,
Since the output torque suppressing means controls the supercharging pressure control valve at the start of slipping of the driving wheels and also controls the engine output to suppress the output torque of the engine, a large slip caused by the first spin can be caused early and It can be surely converged. Further, in the supercharging region, the control of the engine output is limited under a predetermined condition, so that it is possible to prevent the catalyst temperature increase caused by performing the engine output control in the supercharging region.

In the present invention, the output torque suppressing means sets a target value for supercharging pressure control valve control for setting a target value for supercharging pressure control valve control for controlling the supercharging pressure of the mechanical supercharger. Means and engine control target value setting means for setting an engine control target value for controlling the engine output, and the engine control target value setting means sets the engine control target value at the start of slipping. It is characterized in that it is set to be substantially the same as the target value for controlling the supercharging pressure control valve, and then gradually increased to a predetermined value in the supercharging region.

In this way, the engine control target value setting means sets the engine control target value to be substantially the same as the target value for supercharging pressure control valve control at the start of slip, so that when the first spin occurs, the engine The output control and the control of the supercharging pressure of the mechanical supercharger by the supercharging pressure control valve are simultaneously executed, and as a result, a large slip caused by the first spin can be quickly and surely converged. Further, thereafter, the engine output control is limited by gradually increasing the value to a predetermined value in the supercharging region. As a result, it is possible to prevent the catalyst temperature from increasing due to the engine output control in the supercharging region.

Further, in the present invention, the output torque suppressing means may feed-forward control the supercharging pressure control valve to the open side at the maximum speed when the drive wheels start to slip. In this way, the output torque suppressing means feed-forward-controls the supercharging pressure control valve to the open side at the maximum speed when the drive wheels start to slip, so that a large slip due to the first spin can be surely converged at an early stage. .

Further, in the present invention, the output torque suppressing means controls the feedforward control of the supercharging pressure control valve such that when the slip amount is less than a predetermined threshold value, the boost pressure is less than a predetermined value. In the case of having stopped, or when a predetermined time has passed, it may be canceled.

[0013]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings. 1 is an overall configuration diagram showing an embodiment of a vehicle slip control device of the present invention, and FIG. 2 is a detailed configuration diagram showing an intake device including the mechanical supercharger of FIG. As shown in FIG. 1, the vehicle is a front-wheel drive type vehicle, and includes front wheels 2FL and 2FR that are drive wheels and rear wheels 2RL and 2 that are driven wheels.
It has RR. A V6 engine 1 is mounted on the front part of the vehicle body, and the torque generated by the engine 1 passes through the automatic transmission 3 and the differential device 4 and then to the left front wheel 2FL via the left drive shaft 5L. It is transmitted to the right front wheel 2FR via the right drive shaft 5R.

The above-mentioned four wheels 2FL, 2FR, 2RL, 2RR of the vehicle
Is provided with wheel speed sensors 6FL, 6FR, 6RL, 6RR for detecting the speeds VFL, VFR, VRL, VRR of the respective wheels. Further, in the vehicle, a vehicle speed detecting sensor 7 for detecting a vehicle speed Vr, a road surface μ sensor 8 for detecting a road surface friction coefficient (μ), an engine speed detecting sensor 9 for detecting an engine speed (rpm), an intake passage. A pressure sensor 10 for detecting intake pressure (boost pressure) on the downstream side of the mechanical supercharger provided in the engine and an accelerator opening sensor 11 for detecting an accelerator opening are provided. Here, the vehicle speed detection sensor 7
Detects the smaller wheel speed of the two driven wheels 2RL and 2RR as the vehicle speed Vr, and the road surface μ sensor 8
The road surface friction coefficient (μ) is calculated and calculated based on the vehicle body speed Vr detected by the vehicle body speed detection sensor 7 and the acceleration VG of this vehicle body speed.

Reference numeral 20 denotes a slip control means. When the slip amount of the drive wheels 2FL and 2FR with respect to the road surface exceeds a predetermined slip control start threshold value, the slip control means 20 makes this slip amount a control target value. The drive of the drive wheels 2FL and 2FR is controlled so that The slip control means 20 includes wheel speed sensors 6FL, 6FR, 6RL, 6
Each signal from the RR, the vehicle speed detection sensor 7, the road surface μ sensor 8, the engine speed detection sensor 9, the pressure sensor 10, the accelerator opening sensor 11, etc. is input, signal processing is performed, and an ignition timing control signal to be described later. And a fuel injection limit signal,
Further, it outputs control signals such as the opening / closing speed signal of the supercharging pressure control valve.

Reference numeral 21 is a catalytic converter provided in an exhaust passage (not shown) of the engine 1. As shown in FIG. 2, the engine 1 is provided with an intake passage 30, and the intake passage 30 is provided with a supercharger 31 for supplying intake air under pressure. This supercharger 31 is a mechanical supercharger such as a Risholum type supercharger,
A transmission portion 31 such as a pulley provided at the end of the rotary shaft
When a is connected to an engine output shaft (not shown) via a belt or the like, it is driven by the engine output shaft.

A throttle valve 32 whose opening is adjusted by operating an accelerator pedal or the like is provided on the upstream side of the supercharger 31 in the intake passage 30, and an air cleaner 33 is arranged on the upstream end side of the intake passage 30. Has been done. An intercooler 34 that cools the supercharged air is provided downstream of the supercharger 31 in the intake passage 30. A surge tank 35 is formed in the intake passage 30 downstream of the intercooler 34, and a branch intake passage 36 downstream of the surge tank 35 is connected to an intake port (not shown) of each cylinder of the engine 1.

The intake passage 30 has a recirculation passage 37 which connects the downstream side and the upstream side of the supercharger 31.
Is provided, and this recirculation passage 37 is further provided.
A supercharging pressure control valve (ABV) 38 is provided in the. The opening degree and opening / closing speed of the supercharging pressure control valve 38 are controlled by duty control.

Reference numeral 10 denotes a pressure sensor provided in the intake passage 30 on the downstream side of the supercharger 31. The pressure sensor 10 detects the intake pressure (boost pressure) downstream of the supercharger 31. Reference numeral 11 denotes an accelerator opening sensor 11 that detects the opening of the accelerator 32. Reference numeral 20 denotes the above-mentioned slip control means, and each signal from the pressure sensor 10, the accelerator opening sensor 11, etc. is input to the slip control means 20.

FIG. 3 shows the above boost pressure control valve 3
8 is a diagram showing the relationship between the valve opening of No. 8 and the intake pressure (boost pressure) downstream of the supercharger 31. FIG. As shown in FIG. 2, the valve opening degree of the supercharging pressure control valve 38 is controlled by the slip control means 20 based on the magnitude of the boost pressure value detected by the pressure sensor 10. That is, in the low load region where the boost pressure is low, the supercharging pressure control valve 38 is fully opened, and the valve opening degree starts to decrease from the predetermined pressure Pa at which the boost pressure is lower than the atmospheric pressure. Then, even when the boost pressure becomes the atmospheric pressure, the supercharging pressure control valve 38 is opened to a certain extent in a half-open state, and when the boost pressure becomes considerably higher than the atmospheric pressure, the supercharging pressure control valve 38 becomes substantially fully closed. Controlled by. Furthermore, when the boost pressure reaches the high load region where it is equal to or higher than the predetermined high pressure Pb,
The supercharging pressure control valve 38 is controlled to be fully closed. Here, the region where the boost pressure is equal to or higher than the atmospheric pressure is the supercharging region, and the region where the boost pressure is lower than the atmospheric pressure is the non-supercharging region.

In this way, the boost pressure control valve 38
By controlling the valve opening of the throttle valve 3
In the low load region where 2 is fully closed or close to this, the supercharging pressure control valve 38 is opened, so that the supercharger 3
The air passing through 1 flows into the intercooler 34 and the recirculation passage 37. The air that has passed through the intercooler 34 is sucked into the engine, while the excess air is recirculated from immediately downstream of the supercharger to the upstream side of the supercharger through the recirculation passage 37.
The pressure ratio between the supercharger downstream pressure and the supercharger upstream pressure becomes small, and the energy loss in the supercharger 31 becomes small.

Further, when the throttle valve 32 is gradually opened, the valve opening degree of the supercharging pressure control valve 38 is gradually reduced from the predetermined pressure Pa at which the boost pressure is lower than the atmospheric pressure. By gradually changing the valve opening of the supercharging pressure control valve 38 in this way, the torque linearly changes in response to the change in the throttle opening, and a sudden change in the torque can be avoided. Further, even when the boost pressure reaches the supercharging region in which it exceeds the atmospheric pressure, the supercharging pressure control valve 38 is not fully closed up to a certain pressure, and the supercharging air is appropriately recirculated, so that Energy loss can be reduced.

When the boost pressure reaches a considerably high region in the supercharging region, the supercharging pressure control valve 38 is brought into a substantially fully closed state or a completely fully closed state, so that the supercharging action by the supercharger 31 is enhanced. To be Hereinafter, the content of the control unit 20 that executes the slip (traction) control will be specifically described.

The control means 20 includes an input interface for receiving signals from the respective sensors, a microcomputer including a CPU, a ROM and a RAM, an output interface, a drive circuit for driving the igniter and the fuel injection device, and an overdrive. A drive circuit for controlling the valve opening degree and opening / closing speed of the supercharging pressure control valve 38 of the feeder. Further, the ROM is provided with a control program necessary for slip control, various maps and tables, and the RAM is provided with various memories necessary for executing the control.

As shown in FIG. 4, this control means 20 is
Slip determination threshold value setting means 40, slip amount calculation means 41, slip determination means 42, engine control target value setting means 43, engine control level calculation means 44, and supercharging region of supercharger is determined. Supercharging area determination means 4
5, a means 46 for setting a target value for controlling the valve opening degree of the supercharging pressure control valve of the supercharger (target value for ABV control) and a means 47 for controlling the engine output.

Each means constituting the slip control means 20 will be specifically described below. [Setting of Slip Judgment Threshold Value] The slip judgment threshold value is for judging whether or not slip control is required, and includes a slip control start threshold value and a slip control end threshold value. . The slip determination threshold value setting means 40 calculates and calculates each of the above threshold values from the vehicle body speed Vr and the road surface friction coefficient (μ) using a preset threshold map (not shown). . [Calculation of Slip Amount] The slip amount calculation means 41 subtracts the vehicle body speed Vr from the wheel speeds VFL and VFR of the left and right front wheels 2FL and 2FR to obtain slip amounts SL and SR of both wheels.
Further, the slip amount calculation means 41 is configured to detect the slip amount S
The average slip amount SAv is calculated based on L and SR, and the higher slip amount of the two slip amounts SL and SR is determined as the maximum slip amount SHi. [Slip Judgment] The slip judgment means 42 judges that slip control is required when the maximum slip amount SHi exceeds the slip judgment threshold value. At this time, as the slip determination threshold value, the slip control start threshold value is used in the non-control state, and the slip control end threshold value is used in the slip control. [Setting of target value for engine control] This target value for engine control is a target value as the slip amount of the front wheels 2FL and 2FR, and the slip amount is reduced to or below this target value by reducing the output torque of the engine. can do.
The engine control target value setting means 43 calculates the engine control target value from the vehicle speed Vr and the road surface friction coefficient (μ) using a preset engine control target value map (not shown). calculate.

The engine control target value setting means 43 is
As will be described later, this engine control target value is set to a value larger than the target value for supercharging pressure control valve control in the supercharging region, and from the above large value when shifting from the supercharging region to the non-supercharging region. It is lowered and set to a predetermined value (Fig. 8
reference). [Calculation of Engine Control Level] The engine control level calculation means 44 calculates the engine control level (FC) from the deviation EN of the average slip amount SAv from the engine control target value EN.
And the change rate DEN of this deviation, and the feedback correction and the initial value correction of the previous value FC (K-1) are added to this to set in the range of "0-15". [Determination of Supercharging Region] The supercharging region determining means 45 for determining the supercharging region of the supercharger is configured so that the boost pressure, which is the intake pressure downstream of the supercharger detected by the pressure sensor 10, is equal to or higher than the atmospheric pressure. If the boost pressure is less than the atmospheric pressure, it is determined to be the non-supercharging region. [Setting of target value for ABV control] The target value for controlling the valve opening degree of the supercharging pressure control valve of the turbocharger (target value for ABV control) is also the same as the target value for engine control.
This is a target value for the slip amount of 2FR, and the ABV control target value setting means 46 sets a preset ABV control target value map (not shown) from the vehicle speed Vr and the road surface friction coefficient (μ). Is calculated and calculated. [Engine Output Control] The engine output control 45 controls the engine output by ignition timing control and / or fuel injection restriction (fuel cut) described below, and supercharging pressure control valve opening / closing speed control (ABV control). ) Control.

-Ignition Timing Control-As for the ignition timing, as shown in FIG. 5, the ignition retard amount is determined according to the control level to suppress the torque of the engine output. In this case, as shown in FIG. 6, the maximum retard amount is limited in a region where the engine speed is high. -Fuel injection limit (fuel cut) -The fuel injection limit is based on the above control level [Table 1].
This is performed by selecting the pattern "0-12" of the fuel cut map of. That is, the higher the engine control level, the higher the numerical value of the selected pattern, and the more the engine output torque is suppressed. In this case, as shown in FIG. 7, a fuel cut prohibition condition is set for each control level so that the fuel cut is limited in a region where the engine speed is low. It should be noted that x in the fuel cut map in [Table 1] means fuel injection cut.

[0029]

[Table 1]

-Opening / closing speed control of the supercharging pressure control valve (ABV control) -In the supercharging region, the opening / closing speed control of the supercharging pressure control valve is performed to suppress the output torque of the engine. In this valve opening / closing speed control, first, the opening / closing control amount of the supercharging pressure control valve is calculated based on the average slip amount SAv and the ABV control target value. That is, the opening / closing control amount of the supercharging pressure control valve is set to the ABV opening / closing control shown in [Table 2] using the deviation EN of the average slip amount SAv from the target value for ABV control and the change rate DEN of this deviation as parameters. It is calculated by the volume setting map.

[0031]

[Table 2]

In the ABV opening / closing control amount map shown in [Table 2], the symbol Z0 represents holding of the valve opening, N represents closing movement, and P represents opening movement. Also, N and P subscripts S, M,
B represents the magnitude of the control amount, and S is small (small opening amount,
Closed movement amount is small), N is medium (opening movement amount, closing movement amount is medium), B is large (opening movement amount, closing movement amount is large), and if the same subscript is used, both opening and closing movements have large control amounts. The same is true.

Next, based on the ABV opening / closing control amount calculated in this way, the opening / closing speed (unit:% / sec) of the supercharging pressure control valve is set according to the valve opening / closing speed setting map shown in [Table 3]. Set. The opening is 100% when the supercharging pressure control valve is fully opened.

[0034]

[Table 3]

In this valve opening / closing speed setting map,
The valve opening / closing speed is set so that the opening speed is higher than the closing speed in the region of large control amount, that is, P
The valve speed of B is set higher than that of NB, and the closing speed and the opening speed are set to be equal if the control amount is the same in the medium control amount region and the small control amount region. Next, the content of the slip control will be described with reference to FIGS. 8 and 9. FIG. 8 is a time chart showing a slip control start threshold value, a slip control end threshold value, an engine control target value and an ABV control target value in slip control, and FIG. 9 is a time chart in slip control. . 8 and 9 show a case where the first spin occurs in the supercharging region.

When the first spin occurs in the supercharging region, first, the engine control and the ABV control are performed after the slip amount of the drive wheel, which is the slip wheel, exceeds the slip control start threshold value. At this time, that is, at t in FIG.
In the section between ₁ ~t _2, sets the engine control target value and the ABV control target value to be substantially the same. Based on each of these target values, engine control by ignition timing control and / or fuel injection restriction and opening / closing speed control (ABV control) of the supercharging control valve are executed. When this ABV control is executed, the feedforward control is performed at the start of the ABV control, that is, for a predetermined time after the first spin occurs (see FIG. 9). In the feedforward control of this ABV control, the valve opening degree of the supercharging pressure control valve is first controlled to the open side at the maximum speed and then to the open side at a predetermined speed equal to or lower than the maximum speed. The feedforward control of this ABV control ends when the slip amount of the driving wheels converges to a predetermined value or less. Thereafter, the ABV control is returned to the original feedback control, that is, the feedback control using the ABV opening / closing control amount setting map [Table 2] and the valve opening / closing speed setting map [Table 3]. The feedforward control of the ABV control may be finished when the boost pressure becomes equal to or lower than a predetermined value or when a predetermined time elapses.

Further, in the section between t _{1 and} t ₂ in FIG. 8, by setting the target values for engine control and ABV control to be substantially the same, engine control and AB
The V control is executed at the same time, and as a result, a large slip due to the first spin can be quickly converged, and the responsiveness is improved. Further, by performing the feedforward control of the ABV control, it is possible to surely converge a large slip due to the first spin at an early stage.

Next, in the supercharging region after the initial spin converges, the engine control target value is gradually increased to a predetermined value. Further, the feedback control of the ABV using the ABV opening / closing control amount setting map [Table 2] and the valve opening / closing speed setting map [Table 3] is executed.
By gradually increasing the target value for engine control,
In this area, normally, only ABV control will be executed as a result. Therefore, the slip of the drive wheels can be effectively converged in the supercharging region after the initial spin converges. Further, in this region, the following effects are brought about by not performing the ignition timing control and / or the engine control by the fuel injection restriction.

That is, when the output torque of the engine is suppressed by the ignition timing control and the fuel injection restriction, if the ignition timing is retarded by such ignition timing control in the supercharging region, only a large amount of air will enter the cylinder. When it enters, a so-called post-combustion state, the temperature of the catalyst rises significantly, and if the fuel injection is cut due to fuel injection restriction, unburned components react with air in the catalyst, and the catalyst is further supercharged. The problem arises that the temperature rises significantly. However, according to the present embodiment, by setting the engine control target value to a large value in the supercharging region after the initial spin has converged, the ignition timing control and / or the engine control by the fuel injection restriction is performed. Since it is not provided, it is possible to prevent such a temperature rise of the catalyst.

Further, since the engine control target value is gradually increased to a predetermined value, even if a larger slip occurs after the initial spin converges due to the road surface condition or the driving condition, the slip will occur. If the amount increases and is equal to or larger than the set target value for engine control, engine control is further executed in addition to ABV control, and as a result, a large slip that has occurred after the initial spin convergence is quickly converged. be able to.

Next, the engine control target value increased to the predetermined value is suddenly reduced at the end of the supercharging region. Also,
As indicated by the broken line “a” in FIG. 8, the engine control target value may be gradually decreased just before the supercharging region ends. By setting the engine control target value to gradually decrease when shifting from the supercharging region to the non-supercharging region in this way, slip control of the slip control when shifting from the supercharging region to the non-supercharging region is performed. You can smooth the connection.

Next, after shifting to the non-supercharging region, only engine control is performed and the opening of the supercharging pressure control valve is maintained in that state. By this engine control, the slip generated on the drive wheels can be converged. When the slip amount of the drive wheels is reduced by this engine control and the engine control level (FC) becomes "0", the output of the engine increases in accordance with the accelerator opening. In this case, it may shift to the supercharging area.

After shifting to the supercharging area again, similarly,
The target value for engine control is gradually increased to a predetermined value, and the feedback control of the ABV is executed using the ABV opening / closing control amount setting map [Table 2] and the valve opening / closing speed setting map [Table 3]. After that, similar control is repeatedly executed. After that, the maximum slip amount SHi of the drive wheels
Becomes lower than the slip control end threshold value, then 1 to
When 3 seconds have passed, the slip control is ended.

Next, the content of the slip control will be described more specifically with reference to FIG. FIG. 10 is a flowchart showing the slip control contents according to an embodiment of the vehicle slip control device of the present invention. In FIG. 10, S indicates each step. “F = 0” indicates the non-controlled state of the slip control, “F = 1 to 3” indicates that the slip control is being performed, and “F = 1” indicates that the first spin has occurred and is over. It indicates that it is a supply area, “F = 2” indicates that it is a non-supercharging area, and “F = 3” indicates that after the first spin occurs (including both the supercharging area and the non-supercharging area). Indicates that there is.

First, in S1 to S3, when it is determined that F = 0, that is, F = 0, that is, the slip control is not controlled in S1 to S3, in S4, the slip amount of the drive wheel which is the slip wheel is slip controlled. It is determined whether the start threshold is exceeded. Next, in S5, it is determined whether or not it is in the supercharging region. If it is in the supercharging region, the flag is set to "F = 1" in S6.

Next, in S7, the engine control target value setting means 43 sets the engine control target value, and the ABV control target value setting means 46 sets the ABV control target value. When the first spin occurs in the supercharging region (section between t _{1 and} t ₂ in FIG. 9), the engine control target value and the ABV control target value are set to be substantially the same.

Based on each control target value set in this way, in S8, the ignition timing control and / or the engine control by the fuel injection restriction and the opening / closing speed control (ABV control) of the supercharging control valve are performed as described above. Run. When executing this ABV control, when the ABV control is started, that is, for a predetermined time after the first spin occurs,
Feedforward control is performed (see FIG. 9). This AB
In feedforward control of V control, the valve opening of the supercharging pressure control valve is first controlled to the open side at the maximum speed, and then controlled to the open side at a predetermined speed that is equal to or lower than the maximum speed. The feedforward control of this ABV control is
The process ends when the slip amount of the drive wheels converges to a predetermined value or less. Thereafter, the ABV control is returned to the original feedback control, that is, the feedback control using the ABV opening / closing control amount setting map [Table 2] and the valve opening / closing speed setting map [Table 3].

In this embodiment, in S7, when the first spin occurs in the supercharging region (t ₁ in FIG. 8).
(Between t ₂ and t ₂ ) for engine control and AB
By setting the target values for V control to be substantially the same, the engine control and the ABV control are executed at the same time, and as a result, a large slip due to the first spin can be quickly converged and the responsiveness is improved. Further, in S8, by performing the feedforward control of the ABV control, a large slip due to the first spin can be surely converged at an early stage.

In S2, if "F = 1", that is, if it is determined that the first spin has occurred and is in the supercharging region,
In S9, it is determined whether the first spin has converged,
When it is determined that the first spin has converged, the process proceeds to S10. In S10, as shown in FIG. 9, the engine control target value is gradually increased to a predetermined value. Further, the feedback control of the ABV using the ABV opening / closing control amount setting map [Table 2] and the valve opening / closing speed setting map [Table 3] is executed. After that, in S11, the flag is set to "F = 3".

In the present embodiment, the target value for engine control is gradually increased in the supercharging region after the initial spin converges in this way. As a result, in this area, in the normal case, only ABV control is eventually executed. Therefore, the slip of the drive wheels can be effectively converged in the supercharging region after the initial spin converges. Further, in this region, by not performing the ignition timing control and / or the engine control by the fuel injection restriction, it is possible to prevent the temperature rise of the catalyst.

Further, in S10, the target value for engine control is gradually increased to a predetermined value, so that even if a larger slip occurs after the initial spin converges due to road surface conditions or driving conditions. If the amount of slip increases and is equal to or larger than the set engine control target value, engine control is further executed in addition to ABV control, and as a result, a large slip that occurs after the first spin convergence is promptly canceled. Can be converged to.

When it is determined in S1 that "F = 3", that is, after the first spin has occurred, it is determined in S12 whether the slip (traction) control is completed. To determine whether the slip control has ended,
When the maximum slip amount SHi falls below the slip control end threshold value and 1 to 3 seconds have passed thereafter, it is determined that the slip control has ended.

If the slip control is not completed, S1
In step 3, the boost pressure value is used to determine whether or not the region is just before entering the non-supercharging region. If it is determined that the region is the region immediately before entering the non-supercharging region, in S14, S1
At 0, the engine control target value increased to a predetermined value is suddenly reduced at the end of the supercharging region.
At this time, the engine control target value may be set to be gradually decreased just before the end of the supercharging region, as indicated by the broken line "a" in FIG. By setting the engine control target value to gradually decrease when shifting from the supercharging region to the non-supercharging region in this way, slip control of the slip control when shifting from the supercharging region to the non-supercharging region is performed. You can smooth the connection. Then, in S15, the flag is set to "F = 2".

When it is determined in S3 that "F = 2", that is, in the non-supercharging region, it is determined in S16 whether or not the slip (traction) control is completed. If it is not completed, In S17, it is determined whether or not it is in the supercharging region. In the case of the non-supercharging region, the process proceeds to S18, where only the engine control is performed and the opening degree of the supercharging pressure control valve is maintained in that state, as shown in FIG. By this engine control, the slip generated on the drive wheels can be converged.

If it is determined in S17 that the region is the supercharging region, the process proceeds to S19, and similarly to this S10, as shown in FIG.
As shown in FIG. 5, the engine control target value is gradually increased to a predetermined value, and A using the ABV opening / closing control amount setting map [Table 2] and the valve opening / closing speed setting map [Table 3] is used.
Execute feedback control of BV. After that, S20
At, the flag is set to "F = 3".

If it is determined in S12 and S16 that the slip control is completed, the process proceeds to S21.
Set the flag to "F = 0". In S5, when it is determined that the non-supercharging region is present, that is, when the first spin occurs in the supercharging region (not shown), the process proceeds to S22. Similar to S18, in S22, only engine control is performed, and the opening of the boost pressure control valve is maintained in that state. By this engine control, the slip generated on the drive wheels can be converged.

[0057]

As described above, in the present invention,
Since the output torque suppressing means controls the supercharging pressure control valve at the start of slipping of the driving wheels and also controls the engine output to suppress the output torque of the engine, a large slip caused by the first spin can be caused early and It can be surely converged. Further, in the supercharging region, the control of the engine output is limited under a predetermined condition, so that it is possible to prevent the catalyst temperature increase caused by performing the engine output control in the supercharging region.

In the present invention, the engine control target value setting means sets the engine control target value to be substantially the same as the target value for supercharging pressure control valve control at the start of slip, so that when the first spin occurs, the engine The output control and the control of the supercharging pressure of the mechanical supercharger by the supercharging pressure control valve are simultaneously executed, and as a result, a large slip caused by the first spin can be quickly and surely converged. Further, thereafter, the engine output control is limited by gradually increasing the value to a predetermined value in the supercharging region. As a result, it is possible to prevent the catalyst temperature from increasing due to the engine output control in the supercharging region.

Further, in the present invention, since the output torque suppressing means feed-forward-controls the supercharging pressure control valve to the open side at the maximum speed at the time of starting the slip of the drive wheels, a large slip due to the first spin is surely early. Can be converged to.

[Brief description of drawings]

FIG. 1 is an overall configuration diagram showing an embodiment of a vehicle slip control device of the present invention.

2 is a detailed configuration diagram showing an intake device including the mechanical supercharger of FIG. 1. FIG.

FIG. 3 is a diagram showing a relationship between a valve opening degree of a supercharging pressure control valve and a supercharger intake pressure (boost pressure).

FIG. 4 is a block diagram showing each means constituting the slip control means of the present invention.

FIG. 5: Ignition retard amount and engine control level (FC)
It is a diagram which shows the relationship with.

FIG. 6 is a diagram showing a relationship between an ignition retard amount and an engine speed (rpm).

FIG. 7 is a diagram showing a relationship between an engine speed (rpm) and an engine control level (FC).

FIG. 8 is a slip control start threshold value in slip control according to an embodiment of a vehicle slip control device of the invention;
7 is a time chart showing a slip control end threshold value, an engine control target value, and an ABV control target value.

FIG. 9 is a time chart showing the contents of slip control by one embodiment of the vehicle slip control device of the present invention.

FIG. 10 is a flowchart showing slip control contents according to an embodiment of a vehicle slip control device of the present invention.

[Explanation of symbols]

 2FL, 2FR Drive wheel 2RL, 2RR Driven wheel VFL, VFR, VRL, VRR Wheel speed Vr Body speed 1 Engine 7 Body speed detection sensor 8 Road surface μ sensor 8 9 Engine speed detection sensor 10 Pressure sensor 11 Accelerator opening sensor 20 Slip Control means 21 Catalytic converter 31 Mechanical supercharger 37 Recirculation passage 38 Supercharging pressure control valve (ABV) 40 Slip judgment threshold setting means 41 Slip amount calculation means 42 Slip judgment means 43 Engine control target Value setting means 44 Engine control level calculation means 45 Supercharge region determination means 46 ABV control target value setting means 47 Engine output control means

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁵ Identification code Internal reference number FI technical display area F02D 43/00 H 7536-3G R 7536-3G

Claims (4)

[Claims] 1. A slip control device for a vehicle equipped with an engine having a mechanical supercharger capable of controlling supercharging pressure by a supercharging pressure control valve, wherein drive wheel speed detection for detecting rotational speed of drive wheels is provided. Means, a slip detecting means for detecting a slip amount of the drive wheel based on the detected rotational speed of the drive wheel, a supercharging area detecting means for detecting a supercharging area and a non-supercharging area, and the slip detecting means. When the slip amount of the driving wheels exceeds a predetermined threshold value, the supercharging pressure of the mechanical supercharger is controlled by the supercharging pressure control valve and the engine output is controlled under the predetermined condition in the supercharging region. Restricted by
In the non-supercharging region, the engine output is controlled, and the output torque suppressing means for suppressing the output torque of the engine is provided, and the output torque suppressing means controls the supercharging pressure control valve at the start of slip of the drive wheels. A slip control device for a vehicle, wherein an engine output is controlled to suppress an output torque of the engine. 2. The output torque suppressing means includes a boost pressure control valve control target value setting means for setting a boost pressure control valve control target value for controlling a boost pressure of a mechanical supercharger. , And an engine control target value setting means for setting an engine control target value for controlling the engine output. The engine control target value setting means supercharges the engine control target value at the start of slipping. Set the target value for pressure control valve control to be almost the same,
After that, the vehicle slip control device according to claim 1, wherein the vehicle is gradually increased to a predetermined value in the supercharging region. 3. The vehicle slip control device according to claim 1, wherein the output torque suppressing means feed-forward-controls the supercharging pressure control valve to the open side at the maximum speed when the drive wheels start to slip. . 4. The output torque suppressing means controls the feedforward control of the supercharging pressure control valve when the slip amount is below a predetermined threshold value, when the boost pressure is below a predetermined value, or 4. The method according to claim 3, wherein the release is made when a predetermined time has passed.
The vehicle slip control device described.