JPS60151158A - Slip preventing apparatus for car - Google Patents

Abstract

PURPOSE:To permit the optimum slip control according to the engine warming state by correcting the slip judgement for a driving wheel which is performed on the basis of the speed of a driving wheel and the speed of a trailing wheel according to the result of the detection of the engine warming state. CONSTITUTION:An engine warming-state signal is input into a slip controller 4 from a water-temperature sensor 3, and when the water-temperature is over a prescribed value, said slip controller 4 judges that the state is of that after warming, and when the water temperature is lower than the prescribed value, it is judged that the state is in warming. The controller 4 multiplies the speed of a trailing wheel which is detected from a sensor 2 by K after warming, and multiplies said speed by K' (K'>K) during warming, and a slip judging level is formed. Further, the controller 4 judges that slip is generated when the speed of a driving wheel which is supplied from a sensor 1 is larger than the above-described slip judging level, and a fuel-cut signal is output into a fuel feeding apparatus 5.

Description

[Detailed Description of the Invention] [Technical Field] The present invention relates to a slip prevention device for a vehicle.
In particular, the present invention relates to a slip prevention device for a vehicle that prevents excessive slip of the driving wheels when the vehicle starts or accelerates.

[Prior art] Conventionally, as shown in Japanese Patent Publication No. 53-30877, when the difference between the driving wheel speed and the driven wheel speed exceeds a predetermined value, the ignition timing is delayed, the throttle valve is opened/closed, or the fuel is cut to reduce the engine torque. A slip prevention device for a vehicle has been proposed.

However, there is generally a delay between the time the engine is supplied with fuel and the time it produces the engine torque.

This convergence varies depending on whether the engine is warm (in the hole or after warming up. In other words, there is a large delay during warming up, and a small delay after warming up. When performing slip control by performing a fuel cut, etc. during the engine, even if the fuel cut, etc. is stopped and fuel supply is started, there is a large response delay until the engine actually generates torque. The speed may drop, resulting in poor drivability and poor acceleration.

[Object of the Invention] The present invention has been made in view of the above points, and its object is to change the conditions of the slip control 211 according to the warm-up state of the engine. It is an object of the present invention to provide a slip control device for a vehicle that performs optimum slip control depending on various conditions.

[Structure of the Invention] The structure of the present invention made to achieve the above object, as shown in the basic configuration diagram in FIG. The driven wheel speed detection means for detecting the driving wheel speed is IIJ111 of engine C! ! an engine warm-up state detection means d for detecting the state; and a drive wheel slip determination based on the drive wheel speed and the driven wheel speed, and based on the determination, output a control signal instructing slip control; A control means e for correcting the slip determination in accordance with the detection of the IaJ warm-up state; and a torque control means f for controlling the torque transmitted to the driving wheels of the vehicle based on a control signal from the control means. The gist of the present invention is a slip prevention device for a vehicle, which is characterized by comprising:

[Example 1 The present invention will be explained below by giving examples and referring to the drawings.

FIG. 2 is a configuration diagram of a first embodiment in which a slip prevention device according to the present invention is applied to a vehicle equipped with an internal combustion engine. In the figure, 1 is a driving wheel speed sensor that detects the driving wheel speed;
2 is a driven wheel speed sensor that detects the driven wheel speed;
4 is a water temperature sensor that detects the cold Nl water temperature of the internal combustion engine; 4 is a slip control device consisting of a microcomputer that performs a It is a fuel supply unit that supplies appropriate fuel.In the slip control device 4, U41 is a central processing unit 1- (hereinafter referred to as CPU) that performs calculations such as slip judgment, and 42 is a speed sensor (,
Counter that counts the pulse width of J-1 and 2, 43 kL
Input I10 baud 1- for inputting the signal of speed control sensor 1.2
144 is a random access memory (hereinafter referred to as RAM) that temporarily stores performance results, etc., and 45 is a read random access memory (hereinafter referred to as RAM) that stores calculation programs and control data.
Hereinafter, it will be referred to as ROM. ), 46 is f10 baud1~ which outputs a control signal to the fuel 1 supply device 5.

The slip control 6tlH position 4 detects the speed of the speed sensors 1 and 2 (the running state from the g number and the warm-up state from the water temperature sensor 3, respectively, and makes a slip judgment according to the running state and warm-up state to detect the occurrence of a slip. At the time, the fuel supply device 5
In response, a fuel cut signal is output and the engine torque is reduced.
J to suppress slip (command from 10 boat 46).

In the above configuration, the driving wheel speed sensor 1 is the driving wheel speed detecting means a, the driven wheel speed Ln 1]2 is the driven wheel speed detecting means, and the water temperature sensor 3 is the engine warm-up state detecting means d. In addition, the slip control device 4 corresponds to the control means e, and the fuel supply device 5 corresponds to the torque control means f.

Next, the detailed operation of the slip control device 4 using a microcomputer will be explained with reference to the coachyard 71 in FIG. First, when the process is started, in step 100, the driving wheel speed VW4i is determined from the output of the driving wheel speed sensor 1:
In step 101, the driven wheel speed Vv is calculated from the output of the driven wheel speed sensor 2, and further in step 102.
The water temperature Tw is calculated from the output of the water temperature sensor 3. Subsequently, in step 103, the water WTW detected -C in step 102 is set to a predetermined value T-o (for example -
0 = 50℃) or higher, and if -1-w≧T holds true and it is determined that Tw is a high temperature and is after the IIJ machine, the driven wheel speed vv is determined in step 104. 1. Create a slip determination level Vt (I = 1.1 to 2.0) and proceed to step 106.

If -lj, -1-W≧To does not hold and it is determined that TW is at a low temperature and is being warmed up, step 105
The driven wheel speed VV is multiplied by 1 (preferably V' = 1.2
~2,5,l<'>K) Create a slip determination level Vt, and proceed to step 106.

At step 106, the driving wheel speed VW and the slip determination level are compared.

If VW>Vt is established in step 106 and it is determined that the slip is right, then in step 107 the fuel is exhausted.
Set the signal to or if the fuel cut signal is let, hold that state and turn the 110 boat 4G.
A command is given to the fuel supply device 5 to cut off the fuel via the controller, and the process returns to step 100.

On the other hand, in step 106, a slip is determined by comparing the drive wheel speed VW and the slip determination level V (VW>v
If t does not hold and it is determined that there is no slip, the process proceeds to step 108, and the fuel power signal is reset or the fuel power signal is reset.
If ζ, that state is maintained, the fuel v1 supply device 5 is commanded to carry out normal fuel supply via the I10 boat 46, and the process returns to step 100.

When the process returns to step 100, the same process is repeated.

As a result, when there is no slip, normal fuel supply is performed, and when slip occurs, fuel is cut.

Figure 4 shows an example of the operation of this embodiment.
7 is a graph showing how the driving wheel speed Vw, the driven wheel speed Vv, etc. change over time when the vehicle is warmed up and the speed is low. In the figure, the solid line waveform represents the driving wheel speed VW, the solid line represents the driven wheel speed V2, the white line represents the conventional driving wheel speed, the one-dot chain line represents the slip determination level V[, and the two-dot chain line represents the conventional slip determination level.

In the figure, when driving at a constant speed, the driving wheel speed VW and the driven wheel j
*1 Good VV is equal. When acceleration starts at time point [a, the driving wheel speed Vw increases rapidly, and the driven wheel speed fff
VV increases almost linearly. At time tb, C1 driving wheel speed VW becomes equal to slip determination level vt determined by driven wheel speed VV, and after time 11+,
Fuel cut begins. At time tc, the driving wheel speed VW becomes equal to the slip determination level Vt again, and from this point on, the fuel cut is stopped and normal fuel supply is performed.

Conventionally, the slip judgment level V was set to a constant value regardless of whether it was being warmed up or after warming up, so as shown by the dotted line, the engine torque generated from fuel supply, that is, the engine torque Due to the delay in response to the rise of J:, the driving wheel speed VW sometimes dropped to around the driven wheel speed Vv.

However, according to this embodiment, the slip determination level Vt is set to be high during warm-up, so that the driving wheel speed Vw is set to an appropriate value larger than the driven wheel speed VV, even though there is a close control response. is maintained, and the drive wheel speed Vw drops (
(undershoot) will not become excessive and the acceleration performance of the vehicle will not be impaired.

As the engine torque rises, the driving wheel speed ffj V W
increases, and after time td, the driving wheel speeds V and w exceed the slip judgment level Vt, so the combustion cut is restarted again, the engine torque is suppressed, and the driving wheel speed 1iVw
is suppressed and approaches the slip judgment level \l (at time t
At e, the driving wheel speed Vw becomes equal to the slip judgment level Vt, the fuel cup 1 is stopped and normal fuel supply is performed, and the driving wheel speed Vw is gradually accelerated until it approaches the slip judgment level V(). Such processing is repeated, and the driving wheel speed Vw is always maintained near the slip determination level v1.

Further, when the water temperature TW of the engine rises and becomes equal to or higher than the predetermined value To, that is, when the state changes from the warm-up state to the post-warm-up state, the slip judgment level Vt changes as shown by the two-dot chain line in FIG. (conventional) level, and the drive wheel speed V is set near the slip judgment level Vt.
w will be retained. In this case, since the engine torque has been warmed up, the rise in engine torque is accelerated, and both acceleration performance and drivability are good.

As described in detail above, in this embodiment, the driving wheel speed VW is set to the slip judgment level V which is the driven wheel speed + 11 V V by a predetermined time.
If it exceeds t@, execute a fuel cut and reduce the drive wheel speed
If /W is below the slip judgment level, normal fuel is supplied, and further, when the engine is warming up, the slip judgment level v is set higher than when the engine is warmed up. There are three configurations.

This 1: improves the drop in drive wheel speed VW during warm-up when the water temperature W is 1 (1) and 4!

Therefore, the drive wheel speed is good regardless of the cold water temperature Tw.
r, thereby improving acceleration performance, appropriately suppressing slip of the driving wheels, and improving drivability. Also,
As the torque control means, means for cutting off or reducing the amount of fuel in the fuel supply device is used, which can improve fuel efficiency.

In addition, unpleasant skidding noise that occurs when the vehicle suddenly starts can be prevented.

Next, the second embodiment will be explained according to FIG. . In addition, the control program follows the flowchart in Figure 6, and instead of changing the slip judgment level, during warm-up, the lower limit engine speed of whether to perform slip control or -7 is set higher than after warm-up. It is.

In FIG. 5, at J3, 206 is a crank angle sensor 1 that outputs a pulse every 30° C., which is input to a slip control device α 204, and the number of engine rotations is determined.

The detailed operation of the slip control device 204 using a microcontroller in this embodiment will be explained with reference to the flowchart of FIG.

First, when the process starts, in step 300, the driving wheel speed VW is calculated from the output of the driving wheel speed sensor 201, and in step 301, the driven wheel speed VV is calculated from the output of the driven wheel speed sensor 2'02, Furthermore, at the boot stop 3302, the engine rotation speed Ne is determined from the output of the crank angle sensor 206.
is calculated, and in step rl 03 the water temperature Lenz-203
The water temperature Tw of the cooling water for the internal combustion engine is calculated from the output.

Next, in step 30/l, water? Determine whether or not m T w is higher than a certain predetermined value 'I'O (for example, To -60°C), and if IW≧゛1-O holds true and the temperature of the king W is high, then J
, it was determined that it had warmed up! , : If the lower limit engine speed No. is the lower limit of ζ slip flilJ town 1 in step 305, N+ (preferably N1=
600-200 Or' pm) After setting, proceed to step 307.

-lj, 'l' If w≧T-o does not hold and l-w is low temperature, that is, if it is determined that it is in the middle of 1 Te 1, the lower limit engine speed for slip control is set in step 30G. As a number NO, N2 (N2>N+, preferably N2 = 650-4000 rF) ITI
> is set, and the process proceeds to step 307. Step 307
In step 311, the engine speed Nc is compared with the lower limit engine speed NO of slip control 11, and if it is determined to be No, slip control is not performed and fuel cut is performed in step 311. Reset the signal (reset the fuel cut signal and maintain the state from Sera 1 to I10 port 1-27)
1I6, the fuel supply device 205 is commanded to carry out the normal fuel supply, and the process returns to step 3oO.

On the other hand, if Ne≧No holds true in step 307, then in step 308, the driven wheel speed vV is set to a predetermined speed tUVo<preferably, the shift is VO=1 to 30K.
m/h) to create a U-slip of 11 levels. In the following step 309, the driving wheel speed Vw and the slip determination level Vshido are compared to determine whether the driving wheels are slipping or not.

If it is determined in step 309 that Vw>Vl is between γ and there is a slip, a fuel cut signal is set in step 3'10 or the cellar 1 state is maintained, and fuel is supplied via the I10 boat 246. Supply device il! For 1205,
Perform fuel cup 1-J: Command and return to step 300.

On the other hand, if it is determined in step 309 that V W > V 't holds true and there is no slip, step 3
1 ' I resets the fuel cut signal or maintains the reset state, and commands the fuel supply device 205 to supply normal fuel via the I10 boat 246, and returns to step 300. Thereafter, similar processing is repeated.

As a result, as shown in Fig. 7, conventionally, when performing slip control during warm-up, especially when the engine speed is relatively low +1
6. Because the response delay of the engine torque change is too long, the driving wheel speed Vw drops as shown by the dotted line waveform, leading to deterioration of drivability and acceleration. According to this embodiment, during warm-up, Set the lower limit engine speed higher to increase drivability and acceleration f1-! Step control is performed without changing the engine speed, and after the ``AI'' period, the lower limit L engine rotational speed is set to a low value and slip control is performed.

As a result, the driving wheel speed Vw is maintained at a good value depending on the engine speed or the slip determination level vL.

As explained above, in this embodiment, the F limit of slip control is
If the engine rotation speed is above NO, the slip judgment level Vt
Slip control is performed as much as possible to keep the engine speed close to 1, and when the lower limit engine speed is 1, fuel is supplied throughout the field. Furthermore, during the 1st and 1st generation, the lower limit engine speed NO.
The system is configured so that the temperature is set high and then set low after warming up.

For this reason, the cooling water temperature - W is low and warm, which improves the drop in driving wheel speed VW, especially when the engine speed is low.

Therefore, irrespective of the cooling water temperature - [W or the engine speed, the driving wheel speed Vw is well controlled to improve acceleration performance, the slip of the driving wheels is appropriately suppressed, and drivability can also be improved.

Incidentally, regardless of the embodiment, the Ana 137 circuit may be used in the micro-convenience store, and the driver will be informed that the slip control (311) is being performed.
You can use the Ruken+1 lamp or the alarm buzzer, and the torque control means can be used as a combustion engine! Instead of cutting off the 1111N supply, it is also possible to cut the ignition, extend the 1111N at the time of ignition, or open and close the throttle valve. It suppresses the torque (t), and also (; not the circumferential torque, but the shift (
The torque applied to the drive wheels can be suppressed by setting the number of gears in the 17th position and by adjusting the grip of the clutch.A suitable configuration can be selected depending on the vehicle to which the anti-slip device is applied.
7. Cold as a means of detecting Buddhahood state. It is also possible to detect IJI water thirst, IJI air temperature, engine block depletion, etc., and neither is limited to the embodiments as long as they do not go beyond the gist of the present invention.

1 Effect of Light] The present invention outputs a control signal that instructs slip control based on the driving wheel speed, the driven wheel speed, and the engine state, and performs the control (on the basis of the It is configured to control the torque transmitted to the drive wheels.

When the engine is on a warm platform, the control of the drilling torque is relaxed to prevent the drive wheel speed from dropping.

Accordingly, C1 (the speed of the drive wheels is well controlled, the slip of the drive wheels is suppressed, and the acceleration performance and drivability are improved while the hole is warmed up). It has excellent effects.

It also has the secondary effect of suppressing the slip height, which causes glare when starting suddenly.

[Brief explanation of the drawing]

Figure 1 is a basic configuration diagram of the present invention, Figure 2 is a basic configuration diagram of the first embodiment, and Figure 2 is a diagram of the control program of the first embodiment. ri'i 41=Kari (Regraph showing an operation example of the first embodiment of JL, Fig. 5 is the second
The basic 1f4 diagram of the embodiment, FIG. 6 shows the control program of the second embodiment (1 coder 1~), and FIG. 7 shows the graph without showing an example of the operation of the second embodiment. Four fishing. 1.201... Drive wheel speed tip 2.202... Driven wheel speed mark sensor 3,203... Water temperature tip/1. ．． 204...Slip control device/I 1.24
1・-cpu 5, 205...Fuel supply 1N20
6...Crank Kakushinri's attorney Tsutomu Adachi and 1 other person

Claims (1)

[Claims] 1. Drive wheel speed detection means for detecting drive wheel speed, driven wheel speed detection means for detecting driven wheel speed, and engine [l! machine condition detection means; determining the slip of the driving wheels based on the driving wheel speed and the driven wheel speed, outputting a control signal instructing slip control based on the determination, and detecting the essential machine condition of the engine 1; A slip for a vehicle characterized by comprising: a control means for correcting the slip determination according to the slip determination; and a torque control means for controlling torque transmitted to drive wheels of the vehicle based on a control signal from the control means. Prevention device. 2. The control means according to the value of the engine cooling water temperature,
8. The slip prevention device for a vehicle according to claim 1, further comprising a control circuit for changing a slip determination level created from the driven wheel speed. 3. The control means comprises a control circuit that prohibits the slip control when the engine speed is less than a predetermined engine speed set in accordance with the engine warm-up state. The vehicle slip prevention device according to item 2.