JPH0754685A - Traction control controlling device of vehicle - Google Patents

Abstract

PURPOSE:To consistently maintain reliability of a traction control control device and protection of an exhaust system by improving responsibility of supercharging pressure control at a high standard;t the time of controlling a slip amount by controlling supercharging pressure in the traction control control device of a vehicle mounting an engine with a supercharger in an air intake system. CONSTITUTION:As a table of control gain to apply a control label for supercharging pressure control, a gain increasing table to select at the time when supercharging pressure detected by a pressure sensor 37 is high is set, and when the supercharging pressure is high, by applying the control label to the gain increasing table, gain of the supercharging pressure control is increased, and opening and closing speed of an air by-pass valve 20 is increased. Also at the time when a slip amount of driving wheels 1, 2 exceeds a target value, by selecting the gain increasing table, control gain is increased, and to the contrary, when it is lower than the target value, a gain standard table or a gain decreasing tabel is selected.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle traction control control device, and more particularly to a vehicle traction control control device for controlling an engine output so as to converge a slip amount of driving wheels to a predetermined target value. Regarding

[0002]

2. Description of the Related Art In some vehicles such as automobiles, so-called traction control is performed in order to prevent the driving wheels from slipping due to excessive driving torque and declining in acceleration during acceleration. This traction control is calculated based on the rotational speed of the drive wheels by, for example, reducing the engine output or applying a braking force when an excessive slip condition occurs on the drive wheels due to excessive drive torque. The slip amount is adjusted so as to converge to a predetermined target value. In that case, as a method of reducing the engine output, control of the engine state such as retardation of ignition timing (retard) and fuel injection restriction (fuel cut) may be performed. In this case, for example, the control level is calculated based on the slip amount of the drive wheels, and the ignition timing is retarded according to the engine output reduction table preset with the control level as a parameter, and the fuel for the required number of cylinders is retarded. The injection will be stopped.

On the other hand, in this type of vehicle, an engine having a catalytic converter for purifying exhaust gas may be mounted in the exhaust system. In that case, retard of the ignition timing and fuel when the drive wheels are excessively slipped. If the engine output is reduced by cutting, the following inconvenience may occur.

That is, when the ignition timing is retarded, the amount of unburned components contained in the exhaust gas relatively increases, and the so-called post-combustion state becomes long and the exhaust gas temperature rises. Due to the action, the oxidation reaction in the catalytic converter may become active and the temperature may rise to high temperature, which not only may deteriorate the purification characteristics of the exhaust gas, but also may cause thermal deterioration of the catalyst and increase the durability of the catalytic converter itself. Will also cause problems. Regarding the fuel injection limit, unless fuel cut is performed for all cylinders, unburned components discharged from the cylinders where fuel cut is not performed will be performed from the cylinder where fuel cut was performed before reaching the catalytic converter. There is a possibility of re-combustion by touching the rich oxygen in the exhaust gas that is discharged, and the reheating of the exhaust gas accompanied therewith causes the same problem as described above.

With respect to such a problem, Japanese Patent Laid-Open No. 2-8
As disclosed in Japanese Patent No. 0728, as a part of traction control, there is one that controls an engine output by adjusting a supercharging pressure generated by a supercharger installed in an intake system.

[0006]

However, even in the technique described in the above publication, there is room for improvement as described below.

In other words, the control of the engine output by adjusting the supercharging pressure does not have sufficient so-called responsiveness, and the responsiveness is sufficient to promptly converge the slip amount of the driving wheels to a predetermined target value. There is a limit to the lack of control, especially in the control under the condition that the slip amount of the drive wheel during the first spin increases rapidly. On the other hand, control of the engine state by retarding the ignition timing or limiting fuel injection is excellent in responsiveness, but it is not preferable because it adversely affects the catalyst converter and the entire exhaust system as described above.

The object of the present invention is that it can be applied to a vehicle equipped with an engine having a catalyst converter for purifying exhaust gas in the exhaust system, and the catalyst converter can be maintained while keeping the engine in a good condition. By providing a traction control control device for a vehicle with improved responsiveness without adversely affecting the exhaust system and the exhaust system, the slip amount of the drive wheels can be quickly converged to the target value, and the intake system It is to realize improvement of reliability and reduction of maintenance cost of a traction control device for a vehicle in which a supercharger is installed.

[0009]

That is, the traction control control device for a vehicle according to the invention of claim 1 of the present application (hereinafter referred to as the first invention) has a supercharger installed in the intake system of the engine. In addition, the wheel speed detecting means for detecting the rotation speed of the wheel, the slip amount calculating means for calculating the slip amount of the driving wheel based on the wheel speed detected by the detecting means, and the drive calculated by the calculating means. Supercharging pressure control for controlling the supercharging pressure generated by the supercharger so that the slip amount converges to a predetermined target value when the slip amount of the wheels or the wheel acceleration exceeds a predetermined control start threshold value. When the supercharging pressure detected by the supercharging pressure detection means for detecting the supercharging pressure generated by the supercharger and the supercharging pressure detected by the supercharging pressure detecting means is high, Compared to the above boost pressure control In which the supercharging pressure control gain setting means for increasing a control gain for the stage is provided.

A traction control control device for a vehicle according to a second aspect of the present invention (hereinafter referred to as the second invention) has a supercharger installed in an intake system of an engine and rotation of wheels. Wheel speed detecting means for detecting the speed, slip amount calculating means for calculating the slip amount of the drive wheel based on the wheel speed detected by the detecting means, and slip amount of the drive wheel or the wheel calculated by the calculating means A supercharging pressure control means for controlling the supercharging pressure generated by the supercharger so that the slip amount converges to a predetermined target value when the acceleration exceeds a predetermined control start threshold value; In order to make the slip amount converge to a predetermined target value, an engine control means for controlling the state of the engine is provided, and a supercharging pressure detecting means for detecting a supercharging pressure generated by the supercharger, When the supercharging pressure detected by the supercharging pressure detecting means is high, the supercharging pressure control gain setting means for increasing the control gain for the supercharging pressure controlling means as compared with when the supercharging pressure is low, and the supercharging pressure detecting means. When the supercharging pressure detected in step 1 is low, traction control means for performing control by the engine control means in addition to control by the supercharging pressure control means is provided.

The invention of claim 3 of the present application (hereinafter, referred to as the third
A traction control control device for a vehicle according to the invention) includes a supercharger installed in an intake system of an engine, and wheel speed detection means for detecting a rotation speed of wheels,
Slip amount calculating means for calculating the slip amount of the driving wheel based on the wheel speed detected by the detecting means, and the slip amount of the driving wheel calculated by the calculating means or the wheel acceleration exceeds a predetermined control start threshold value. And a supercharging pressure control means for controlling the supercharging pressure generated by the supercharger so that the slip amount converges to a predetermined target value. Similarly, the slip amount converges to a predetermined target value. As described above, in the engine control means for controlling the state of the engine, when the control of the slip amount is executed, the control gain for the supercharging pressure control means is set as the time from the control start elapses. The traction control means is provided to increase the size and reduce the control of the engine state by the engine control means.

Further, a traction control control device for a vehicle according to a fourth aspect of the present invention (hereinafter referred to as a fourth invention) is a drive system in any one of the first, second and third aspects of the invention. When the slip amount of the wheels exceeds the predetermined target value, the control gain for the supercharging pressure control means is increased, and when the slip amount is less than the predetermined target value, the control gain for the supercharging pressure control means is increased. It is characterized by making it small.

[0013]

According to the above construction, the following operation can be obtained.

That is, according to the first aspect of the present invention, when the traction control is performed by the supercharging pressure control in the vehicle equipped with the engine with the supercharging device, the actual supercharging pressure detection means detects the actual excess pressure. As the supply pressure increases, the value of the control gain for the supercharging pressure control means increases.Therefore, in a situation where the engine output is large in the supercharging region and the drive wheels tend to slip, traction by supercharging pressure control The control response can be improved, and the slip of the drive wheels can be eliminated early while keeping the engine in a good condition, which improves the reliability of this type of traction control device. Can be planned.

According to the second aspect of the invention, when the actual boost pressure is low, engine control is used in addition to the boost pressure control shown in the first aspect of the invention. The responsiveness is further improved, and the engine state is controlled when the boost pressure is low, so the engine output is not large, and even if the engine control is performed, the ignition timing is retarded or fuel injection is limited. Problems such as heat deterioration to the catalyst converter and exhaust system are reduced,
It is possible to maintain their durability and reduce maintenance costs.

According to the third aspect of the invention, when the slip amount of the driving wheels exceeds a predetermined control start threshold value during acceleration, for example, the traction control is started so that the slip amount converges to a predetermined target value. In this case, both the supercharging pressure control and the engine state control are performed first to quickly reduce the slip amount by using the two controls together, and thereafter the slip amount tends to converge with the passage of time. When starting, the control gain for the supercharging pressure control is increased, while the control of the engine state is gradually decreased or set to 0. Therefore, after the slip amount is converged to some extent, the supercharging pressure control is exclusively performed. Since the traction control is carried out at 1, the adverse effects on the exhaust system and the catalyst converter can be avoided.

Further, according to the fourth aspect of the invention, the slip amount of the driving wheels is compared with a predetermined target value, and when the slip amount of the driving wheels exceeds the predetermined target value, the control gain for the supercharging pressure control means is increased. On the contrary, when it is below a predetermined target value, the control gain is decreased to reduce the slip amount of the driving wheels and converge to the target value in a short time. At the same time, when the slip amount is less than the target value, the slip amount is gradually increased to surely converge to the target value, which can contribute to improvement in reliability of the traction control control device.

[0018]

EXAMPLES Examples of the present invention will be described below.

As shown in FIG. 1, in the vehicle according to this embodiment, the left and right front wheels 1 and 2 are drive wheels, and the left and right rear wheels 3 and 4 are driven wheels, and are arranged in the front part of the vehicle body. The output torque of the engine 5 is transmitted to the left and right front wheels 1 and 2 via the transmission 6, the differential device 7 and the left and right drive shafts 8 and 9.

The engine 5, as shown in FIG.
A V-type 6-cylinder engine in which three cylinders are provided in each of the left and right first and second banks 5a and 5b arranged in a row, and is connected to a surge tank 11 that constitutes an intake system 10. Six independent intake passages 12 ... 12 are connected to the respective cylinders in the first and second banks 5a, 5b, and fuel injection valves 13 ... 13 are provided in these independent intake passages 12 ... 12, respectively. is set up. And
The main intake passage 14 connected to the surge tank 11 has an air flow sensor 15 for detecting an intake air amount from an upstream side thereof, and a throttle valve for adjusting an intake air amount or an engine output in cooperation with an accelerator pedal (not shown). 16 and 17 Rishorum supercharger
And an intercooler 18 for cooling the intake air are installed, and a supercharging pressure generated in the supercharger 17 is adjusted in a bypass passage 19 provided by bypassing above and downstream of the supercharger 17. An air bypass valve 20 is provided for this purpose. That is, when the air bypass valve 20 is set in the fully closed state, the pressurized air discharged from the supercharger 17 is distributed and supplied to each cylinder through the intercooler 18 and the surge tank 11 as it is. When the air bypass valve 20 is opened, a part of the pressurized air discharged from the supercharger 17 flows back to the upstream side of the supercharger 17 through the bypass passage 19 so that the supercharging pressure is reduced. Has become.

On the other hand, the exhaust system 21 of the engine 5 includes independent exhaust passages 22 ... 22 for each cylinder and these exhaust passages 2
22 has two collective exhaust passages 23, 23 for collecting each bank for each bank, and a combined exhaust passage 24 for converging both collective exhaust passages 23, 23 into one on the downstream side,
An exhaust gas purifying catalytic converter 25 is installed in an intermediate portion of the combined exhaust passage 24.

The vehicle is equipped with an electronically controlled control unit 30. The control unit 30 includes wheel speed sensors 31 to 34 provided on the left and right front wheels 1 and 2 and the rear wheels 3 and 4 of the vehicle, respectively.
From the wheel speed signal from the air flow sensor 15, the intake air amount signal from the air flow sensor 15, the throttle opening signal from the throttle opening sensor 35 that detects the opening of the throttle valve 16, and the idle switch 36 that detects the fully closed state of the throttle valve 16. Idle signal from Supercharger 17
The intake air pressure signal from the pressure sensor 37 that detects the intake air pressure on the downstream side, the knock signal from the knock sensor 38 that detects the detonation (explosive combustion) of the engine 5, and the engine speed sensor 39 that detects the engine speed. Input the signal from. Based on these signals, the ignition timing control for the ignition plugs 26 ... 26 provided for each cylinder in the first and second banks 5a, 5b and the fuel injection amount of the fuel injection valves 13 ... The control and the control of the supercharging pressure by controlling the air bypass valve 20 are performed, and when it is determined that a predetermined traction control condition is satisfied, traction control (hereinafter referred to as TCS control) is performed. The control unit 30 lights the operation lamp 27 when the TCS control is executed.

Here, the control unit 3 is normally operated.
The ignition timing control, the fuel injection control, and the supercharging pressure control performed by 0 will be described. First, the ignition timing control is roughly performed as follows.

That is, the control unit 30 is
For example, by fitting the engine speed Ne indicated by the signal from the engine speed sensor 39 and the intake air amount Q indicated by the signal from the air flow sensor 15 to a preset ignition timing map, the optimum ignition timing is determined, and, for example, The ignition timing correction value calculated from the knock signal from the knock sensor 38 is added to the optimum ignition timing to set the final ignition timing. At this final ignition timing, the spark plugs 26 ... 26
An ignition timing control signal is output to ignite the. In that case, when the knock frequency calculated from the knock signal exceeds a predetermined value, the ignition timing correction value is immediately retarded, and when the period in which the knock frequency does not exceed the predetermined value continues, the ignition timing correction value Is gradually corrected.

Next, the fuel injection control is roughly performed as follows.

That is, the control unit 30 is
The basic fuel injection amount is set from the engine speed Ne and the intake air amount Q, and various correction amounts calculated based on signals from a water temperature sensor (not shown) are added to the basic fuel injection amount to determine the final injection amount. To do. Then, a fuel injection signal is output to the fuel injection valves 13 ... 13 so that the fuel is injected with this final injection amount.

The supercharging pressure control is generally performed as follows.

That is, the control unit 30 is
As shown in FIG. 3, the actual engine speed Ne and the throttle opening θ are applied to a map of the target supercharging pressure in which the engine speed and the throttle opening are set as parameters in advance, and the corresponding values are set to the target values. Set as the supply pressure Po. The deviation ΔP between the intake air pressure P (supercharging pressure) taken from the pressure sensor 37 and the target supercharging pressure Po.
(= Po-P) is calculated, and the opening of the air bypass valve 20 is feedback-controlled by duty control so that the deviation ΔP is eliminated. That is, when the actual intake air pressure P is lower than the target supercharging pressure Po, a valve drive signal is output so that the air bypass valve 20 is closed, and conversely, the actual intake air pressure P is higher than the target supercharging pressure Po. At times, a valve drive signal is output to open the air bypass valve 20.

Next, the T performed by the control unit 30.
The CS control will be described.

That is, the control unit 30 is
Left and right rear wheels 3 loaded from wheel speed sensors 33, 34
Of the four driven wheel speeds, the smaller value is selected as the vehicle body speed Vr of the vehicle. And this vehicle speed V
The vehicle body acceleration Va of the vehicle is calculated based on the change of r, and the calculated vehicle body acceleration Va and the vehicle body speed Vr are set in advance with the vehicle body speed and the vehicle body acceleration as parameters as shown in Table 1 below. Apply to the table and set the corresponding value as the road surface friction coefficient μ.

[0031]

[Table 1] Here, as shown in Table 1 above, the value of the road surface friction coefficient μ increases as the vehicle speed Vr increases and the vehicle acceleration Va increases.

Next, the control unit 30 uses a preset map for setting a control threshold from the vehicle speed Vr and the road surface friction coefficient μ calculated as described above,
The control start threshold value Ss and the control end threshold value Se are set respectively. Here, the control end threshold S is more than the control start threshold Ss.
The value of e is set to a smaller value.

The control unit 30 subtracts the vehicle body speed Vr from the driving wheel speeds of the left and right front wheels 1 and 2 fetched from the wheel speed sensors 31 and 32, respectively, to thereby slip amounts SL and SR of the left and right front wheels 1 and 2. Then, the arithmetic mean of these values is calculated to calculate the average slip amount SAv, and the larger one of the slip amounts SL and SR is selected as the maximum slip amount SHi. Then, the maximum slip amount SHi is the control start threshold value Ss.
When the maximum slip amount SHi is smaller than the control end threshold value Se, it is determined that the front wheels 1 and 2 that are the drive wheels are in the slipping state and the slip flag Fs is set to 1. , And the slip flag Fs is reset to 0 when it is determined that the slip state is not present.

Here, the control unit 30 uses the engine control and the supercharging pressure control in combination to perform TCS.
The control is performed, and the TCS control by the engine control is generally performed as follows.

That is, the control unit 30 is
The engine control slip target reference value is read from the map in which the vehicle speed Vr and the road surface friction coefficient μ are set as parameters, and the engine control slip target value Te is finally set by making necessary corrections to the values. Then
The control unit 30 controls the deviation Δ of the average slip amount SAv from the engine control slip target value Te.
Se and the rate of change DSe of this deviation ΔSe are calculated, and then these values are compared with the basic engine control level table shown in Table 2 below to set the corresponding value as the basic engine control level L. read out.

[0036]

[Table 2] Then, the control unit 30 substitutes the basic engine control level L read from the table in Table 2 into the following relational expression, and finally uses the calculation result to finally set the engine control level in the range of “0 to 11”. Set EL.

EL (k) = EL (k−1) + L × G In this relational expression, EL (k−1) is a previous value, G is a control gain for engine control, and this control gain G
The value of is normally used as 1.

The control unit 30 applies the engine control level EL thus obtained to the engine control table shown in Table 3 below to perform fuel cut or ignition in accordance with the pattern corresponding to the value of the engine control level EL. Retard the time.

[0039]

[Table 3] Here, the mark X in Table 3 indicates the fuel cut. That is, as the value of the engine control level EL increases, the number of cylinders whose fuel is cut increases, and the engine output decreases accordingly. Further, even if the number of cylinders from which fuel is cut is the same, if the ignition timing is retarded, the engine output will be further reduced.

On the other hand, the TCS control by the supercharging pressure control is generally performed as follows.

That is, the control unit 30 is
For example, when the intake air pressure P indicated by the intake air pressure signal from the pressure sensor 37 is higher than the atmospheric pressure, it is determined as the supercharging region,
In this supercharging region, based on the intake air pressure P taken from the pressure sensor 37, the target supercharging pressure Po read from the map shown in FIG. 3 is realized from the engine speed Ne and the throttle opening θ. The opening degree of the air bypass valve 20 is feedback-controlled.

Further, in parallel with the above-mentioned basic control, the control unit 30 reads the slip target reference value for supercharging pressure control from a map in which the vehicle speed Vr and the road surface friction coefficient μ are set as parameters, and the values thereof are read. Then, the slip target value Tb for supercharging pressure control is finally set by adding necessary correction to. Next, the control unit 30 controls the deviation ΔSb of the average slip amount SAv from the slip target value Tb for supercharging pressure control, and the change rate DS of this deviation ΔSb.
After calculating b and, these values are applied to the table shown in Table 4 below, and the corresponding values are set to the air bypass valve 2
After setting the opening / closing speed of 0 as a representative control label and comparing this control label with the standard table of the boost pressure control gain shown in Table 5, the actual opening / closing speed of the air bypass valve 20 (unit: % / Second).

[0043]

[Table 4]

[0044]

[Table 5] Here, the symbol ZO in Tables 4 and 5 above indicates holding of the valve opening, N indicates closing movement, and P indicates opening movement. And
The subscripts S, M, and B of N and P indicate the magnitude of the control amount, where S is small, M is medium, and B is large. Therefore, if PB is selected as the control label, the air bypass valve 20 is driven in the opening direction at the maximum speed (10% per second). The fully open state of the air bypass valve 20 is 100% opening.

The above is the outline of the TCS control by the supercharging pressure control. In the present invention, the TCS control is specifically performed as follows.

That is, when the intake air pressure P indicated by the intake air pressure signal of the pressure sensor 37 is higher than the atmospheric pressure and the control unit 30 judges that the control unit 30 is in the supercharging region, the control label obtained in Table 4 is changed to the control label shown in Table 5 above. Instead of applying to the standard table of the boost pressure control gain shown in (4), it is compared with the increase table of the boost pressure control gain shown in Table 6 below.

[0047]

[Table 6] In Table 6, from the control gain set in the standard table of the boost pressure control gain shown in Table 5 above, except 0,
Since the absolute value of the numerical value is large, even if the control labels obtained in Table 4 above are the same, the opening / closing speed of the air bypass valve 20 is larger when applied to Table 6 than when applied to Table 5 above. Become. For example, PM as a control label
When is selected, the air bypass valve 20 is driven in the opening direction at a rate of 5% per second when applied to Table 5, whereas it is driven at a rate of 7% per second when applied to Table 6. Therefore, when the table for increasing the boost pressure control gain in Table 6 above is selected, the opening degree of the air bypass valve 20 is larger, so that the boost pressure is reduced more quickly. As a result, the convergence of the slip amount of the drive wheels is realized at an early stage.

The increase table of the boost pressure control gain in Table 6 is selected because the intake air pressure P indicated by the intake air pressure signal of the pressure sensor 37 is higher than the atmospheric pressure as described above.
Since it is when the control unit 30 determines that it is in the supercharging region, the supercharging pressure control in the supercharging region is performed more quickly than in the non-supercharging region, and when the output torque of the engine is large, it is faster. It is possible to reduce the slip amount of the driving wheels.

Further, according to the present invention, there is provided engine control means for controlling the state of the engine so that the slip amount of the drive wheels converges to a predetermined target value, and the supercharging pressure detected by the supercharging pressure detecting means is low. At this time, traction control means for controlling the engine control means is provided so that the boost pressure control and the engine control are used together.

That is, when the intake air pressure P indicated by the intake air pressure signal of the pressure sensor 37 is lower than the atmospheric pressure and the control unit 30 does not determine that it is in the supercharging region, it is determined that it is in the non-supercharging region and the above-mentioned supercharging pressure control is performed. For the above, the control label obtained in the table of Table 4 was applied to the standard table of the boost pressure control gain shown in Table 5 to perform the TCS control by the boost pressure control at the normal level, and as already described. The TCS control by the engine control is also executed. That is, when the control unit 30 determines that it is in the non-supercharging region, the engine control slip target reference value is read and finally the engine control slip target value Te is set. Then, the deviation ΔSe of the average slip amount SAv with respect to the target value Te and its change rate DSe are calculated,
These are the basic engine control level tables shown in Table 2 above.
Then, the basic engine control level L is read out, the level L is substituted into the above relational expression, and the engine control level EL is set. The control level EL thus obtained is applied to the engine control table shown in Table 3 above, and fuel cut or ignition timing is retarded according to the corresponding pattern. By doing so, when the actual supercharging pressure is lower than the atmospheric pressure, for example, the TCS control by the supercharging pressure control is executed at a normal level, and the control of the engine state is simultaneously used.
Since the so-called responsiveness of the TCS control is improved and the engine control is executed only when the supercharging pressure is low, it is possible to perform the TCS control in which the condition of the engine is kept good and the influence on the exhaust system is small. .

Next, the TCS control by the control unit 30 in the present invention will be explained based on FIG.

For example, as shown in FIG. 4, when the maximum slip amount SHi of the driving wheels exceeds the control start threshold value Ss for the first time in the supercharging region, the control unit 30 sets the slip flag Fs to 1 and then the engine state. The TCS control using both the control of 1 and the control of the supercharging pressure is started. At that time, the traction flag Ft is set to "1" indicating that the TCS control is being performed, and the operation lamp 27 is turned on. Immediately after the start of the TCS control, the engine control slip target value Te and the supercharging pressure control slip target value Tb are set to substantially the same value. As a result, the control of the engine state and the control of the supercharging pressure are executed at the same time, so that the excessive slip state due to the first spin is quickly converged.

Then, at a predetermined timing when the drive wheel speed has passed the maximum value and started to change in the converging direction, the engine control slip target value Te is gradually increased, and the target value Te reaches the predetermined value. It will be increased step by step. Therefore, the engine control level EL is converged to 0 in a short time to reduce the control of the engine state, and when the engine control level becomes 0,
In effect, only the supercharging pressure control will be executed.
As a result, the abnormal temperature rise of the catalytic converter 25 is prevented.

Further, the engine control slip target value T
Since e is gradually increased to a predetermined value, the slip amount exceeds the engine control slip target value Te even if a large slip occurs again after the initial spin is stopped depending on the road surface condition or the driving condition. In this case, the engine control is further executed in addition to the supercharging pressure control, and the slip can be promptly reduced.

On the other hand, when the supercharging region is shifted to the non-supercharging region, the engine control slip target value Te is reduced to near the supercharging pressure control slip target value Tb at once. When the slip amount of the drive wheels is reduced by the control of the engine state and the value of the engine control level EL becomes “0”, the engine output increases in accordance with the throttle opening θ. In this case, it may shift to the supercharging area.

After shifting from the non-supercharging region to the supercharging region in this way, the engine control slip target value Te is gradually increased and is increased stepwise until the target value Te reaches a predetermined value. To go. Even in this case, the engine control level EL is converged to "0" within a short time, and only the supercharging pressure control is executed.

In addition to the engine state control described above, in the present invention, the supercharging pressure control is performed as follows. That is, when the maximum slip amount SHi of the driving wheels exceeds the control start threshold value Ss and the control unit 30 determines that the slip has occurred, the control gain G for the boost pressure control is increased.
Is set to the initial setting value Go, and the supercharging pressure control is started.

Then, the control unit 30 compares the average slip amount SAv of the drive wheels, which is calculated by taking in from the wheel speed sensors 31, 32, 33 and 34, with the supercharging pressure control slip target value Tb, and compares the above slips. Quantity SAv
When it is determined that is larger than the slip target value Tb, the initially set control gain G is changed from the initial set value Go to (Go + 1). That is, by increasing the control gain for the supercharging pressure control by 1, the reduction of the slip amount by the control of the supercharging pressure can be promptly executed.

Thereafter, the average slip amount SAv is again compared with the boost pressure control slip target value Tb, and when it is determined that the slip amount SAv is still larger than the slip target value Tb, the control gains up to that point are increased. Further, 1 is added to G to reduce the slip amount of the drive wheels.

By repeating the increase of the control gain, when it is determined that the average slip amount SAv of the driving wheels is below the slip target value Tb, the increase of the control gain is stopped.

As described above, when the engine state control and the supercharging pressure control are repeatedly executed and the maximum slip amount SHi of the driving wheels falls below the control end threshold value Se, the slip flag Fs is set. While being cleared to 0, the traction flag Ft is cleared to 0 when the predetermined waiting time t has passed, and the TCS control ends.

The control operation of the supercharging pressure control during that time will be described with reference to the flowchart shown in FIG.

That is, the control unit 30 determines in step S1 whether or not the drive wheels slip, and if slip occurs, the control unit 30 proceeds to step S2 to set the control gain G to the initial setting value Go. Then, in step S3, the boost pressure control is started to converge the slip amount to a predetermined target value.

Thereafter, in step S4, the slip amount SAv of the driving wheels is changed to the slip target value Tb for supercharging pressure control.
If it is determined that it is not smaller, and if it is not smaller, in the next step S5, the initial setting value Go
The supercharging pressure control gain G is obtained by adding 1 to.

After that, the determination in step S4 and the increase of the control gain G in step S5 are repeated again, and the operation is continued until the slip amount SAv of the drive wheels finally becomes smaller than the slip target value Tb for supercharging pressure control. It will be.

Further, in the present invention, the supercharging pressure control slip target value Tb is compared with the average slip amount SAv, and when the slip amount SAv is larger than the slip target value Tb, Table 4 above is used. The obtained control label is used to increase the boost pressure control gain as shown in Table 6 above.
When the slip amount SAv is smaller than the slip target value Tb, the control label obtained in Table 4 is applied to the standard table of the boost pressure control gain as shown in Table 5 above, for example. Thus, when the actual slip amount SAv calculated from the vehicle body speed Vr and the driving wheel speed exceeds the target value Tb, the control label is applied to the increase table shown in Table 6, so that a large control gain is obtained. By being read, the slip amount can be promptly reduced, and the slip amount SAv can be the target value T
When it is below b, the normal control gain is read by applying the control label to the standard table shown in Table 5, and the slip amount is gradually converged to the target value. The reliability of TCS control is increased, and as a result, the reliability of TCS control can be improved.

The control operation of the TCS control during that time will be described with reference to the flowchart shown in FIG.

That is, the control unit 30 determines in step S1 whether or not the TCS control is in progress, and if it is in control, the control unit 30 determines in step S2 whether or not it is in the supercharging region. If it is in the supercharging region, use of the control gain increasing table is selected in step S3. If it is not in the supercharging region, step S3 is used.
At 4, the normal table will be selected. by this,
The higher the actual supercharging pressure is, the larger the control gain for the supercharging pressure control is, and the earlier slip cancellation is possible when the engine output torque is large.

Next, in step S5, it is determined whether or not the average slip amount SAv is larger than the supercharging pressure control slip target value Tb. If it is larger, the process proceeds to step S6 to select the control gain increase table. On the other hand, if it is smaller, the control gain normal table is selected in step S7. By doing so, when the slip amount is larger than the predetermined target value Tb, the control gain for the supercharging pressure control is increased, so that the opening / closing speed of the air bypass valve 20 is increased and the supercharging pressure is quickly controlled. Be seen. On the contrary, when the slip amount is smaller than the predetermined target value Tb, the control gain for the supercharging pressure control is the normal standard table.
Since it is read from the bull, the opening / closing speed of the air bypass valve 20 is reduced and the supercharging pressure is controlled gently, so that the slip amount can be reliably converged to the target value.

In the above example, the control gain table for the supercharging pressure control selected in step S4 and step S7 is selected.
Table 5 described above is used for the table, but as shown in the following Table 7, the table 5 is used for the purpose of reducing the control gain when the non-supercharging region or the slip amount is smaller than a predetermined target value.
The control gain decreasing table in which the control gain is set to be smaller than the standard table of No. 1 may be used.

[0071]

[Table 7] By doing so, for example, when the average slip amount SAv is smaller than the supercharging pressure control slip target value Tb in step S5 of FIG. 6, the control gain for the supercharging pressure control in step S7 is the control gain decreasing table shown in Table 7. Since it is read from the control valve, the opening / closing speed of the air bypass valve 20 is further reduced, and it becomes possible to control the supercharging pressure moderately and reliably converge the slip amount to the target value.

Further, the tables of the control gains shown in Table 5, Table 6 and Table 7, respectively, are shown in Step S3, Step S4, Step S6 and Step S shown in FIG.
7 can be selected in various combinations to select various control states during execution of TCS control, and desired smoothness of control can be achieved.

[0073]

As described above, according to the first aspect of the present invention, when the traction control is performed by the supercharging pressure control in the vehicle equipped with the supercharged engine, the supercharging pressure detecting means detects the traction control. As the actual supercharging pressure increases, the value of the control gain for the supercharging pressure control means is increased.Therefore, when the output of the engine is large in the supercharging region and the drive wheels easily slip, It is possible to improve the response of the traction control by the supply pressure control, and it is possible to eliminate the slip of the drive wheels early while keeping the engine in a good state. This type of traction control
The reliability of the control device can be improved.

According to the second aspect of the invention, when the actual boost pressure is low, engine control is used in addition to the boost pressure control shown in the first aspect of the invention. The responsiveness is further improved, and the engine state is controlled when the boost pressure is low, so the engine output is not large, and even if the engine control is performed, the ignition timing is retarded or fuel injection is limited. Problems such as heat deterioration to the catalyst converter and exhaust system are reduced,
It is possible to maintain their durability and reduce maintenance costs.

According to the third aspect of the invention, when the slip amount of the driving wheels exceeds a predetermined control start threshold value during acceleration, for example, the traction control is started so that the slip amount converges to a predetermined target value. In this case, both the supercharging pressure control and the engine state control are performed first to quickly reduce the slip amount by using the two controls together, and thereafter the slip amount tends to converge with the passage of time. When starting, the control gain for the supercharging pressure control is increased, while the control of the engine state is gradually decreased or set to 0. Therefore, after the slip amount is converged to some extent, the supercharging pressure control is exclusively performed. Since the traction control is carried out at 1, the adverse effects on the exhaust system and the catalyst converter can be avoided.

Further, according to the fourth aspect of the invention, the slip amount of the drive wheels is compared with a predetermined target value, and when the slip amount of the drive wheels exceeds the predetermined target value, the control gain for the supercharging pressure control means is increased. On the contrary, when it is below a predetermined target value, the control gain is decreased to reduce the slip amount of the driving wheels and converge to the target value in a short time. At the same time, when the slip amount is less than the target value, the slip amount can be gradually increased to surely converge to the target value. As a result, the reliability of the traction control control device is improved and the smoothness of control is improved. It can contribute to realization.

[Brief description of drawings]

FIG. 1 is a layout diagram of a vehicle.

FIG. 2 is a control system diagram of the engine according to the embodiment.

FIG. 3 is an explanatory diagram of a map of target supercharging pressure.

FIG. 4 is a time chart showing a control mode of TCS control in the embodiment of the present invention.

FIG. 5 is a flowchart showing a control operation of supercharging pressure control in the embodiment of the present invention.

FIG. 6 is a flowchart showing a control operation of supercharging pressure control in the embodiment of the present invention.

[Explanation of symbols]

 5 Engine 10 Intake System 17 Supercharger 27 Actuating Lamp 30 Control Unit 31-34 Wheel Speed Sensor 35 Throttle Opening Sensor 36 Idle Switch 37 Pressure Sensor 39 Engine Speed Sensor

Claims (4)

[Claims] 1. A supercharger is installed in an intake system of an engine, and a wheel speed detecting means for detecting a rotational speed of a wheel, and a slip amount of a drive wheel based on the wheel speed detected by the detecting means. And a slip amount calculating means for calculating the slip amount of the drive wheels or a wheel acceleration calculated by the calculating means, when the slip amount exceeds a predetermined control start threshold value, the slip amount is converged to a predetermined target value. A traction control control device for a vehicle, comprising: a supercharging pressure control means for controlling a supercharging pressure generated by the supercharger, wherein the supercharging pressure detection detects the supercharging pressure generated by the supercharger. And a supercharging pressure control gain setting means for increasing the control gain for the supercharging pressure control means when the supercharging pressure detected by the supercharging pressure detecting means is high compared to when the supercharging pressure is low. The vehicle Laction control device. 2. A supercharger is installed in an intake system of an engine, and a wheel speed detecting means for detecting a rotational speed of a wheel, and a slip amount of a drive wheel based on the wheel speed detected by the detecting means. And a slip amount calculating means for calculating the slip amount of the drive wheels or a wheel acceleration calculated by the calculating means, when the slip amount exceeds a predetermined control start threshold value, the slip amount is converged to a predetermined target value. Traction of a vehicle including supercharging pressure control means for controlling supercharging pressure generated by a supercharger, and engine control means for controlling engine state so as to converge the slip amount to a predetermined target value. In the control device, the supercharging pressure detecting means for detecting the supercharging pressure generated by the supercharger and the supercharging pressure detected by the supercharging pressure detecting means are high and low. On compared to When the boost pressure control gain setting means for increasing the control gain for the boost pressure control means and the boost pressure detected by the boost pressure detection means are low, in addition to the control by the boost pressure control means, A traction control control device for a vehicle, which is provided with traction control means for performing control by an engine control means. 3. A supercharger is installed in an intake system of an engine, and a wheel speed detecting means for detecting a rotational speed of a wheel, and a slip amount of a drive wheel based on the wheel speed detected by the detecting means. And a slip amount calculating means for calculating the slip amount of the drive wheels or a wheel acceleration calculated by the calculating means, when the slip amount exceeds a predetermined control start threshold value, the slip amount is converged to a predetermined target value. Traction of a vehicle including supercharging pressure control means for controlling supercharging pressure generated by a supercharger, and engine control means for controlling engine state so as to converge the slip amount to a predetermined target value. A control device for controlling the slip amount, the control gain for the supercharging pressure control means is increased as time elapses from the start of control, and A traction control control device for a vehicle, which is provided with traction control means for reducing control of an engine state by the engine control means. 4. The control gain for the supercharging pressure control means is increased when the slip amount of the drive wheels exceeds a predetermined target value, and the supercharging pressure is increased when the slip amount is less than the predetermined target value. The traction control device for a vehicle according to claim 1, 2 or 3, wherein a control gain for the control means is reduced.