JPS61105229A - Driving force control device - Google Patents

Abstract

PURPOSE:To eliminate the slip of driving wheels enabling them to start rotating smoothly by configurating a device in such a manner that an output reducing device is allowed to operate if the deviation of the speed of rotation between driving wheels and driven wheels is in excess of an allowable difference in the speed of rotatoin determined by the road surface condition when they are compared. CONSTITUTION:When a car is being driving, a difference f3 in the actual speed of rotation between f1 and f2 is computed by a control device 7. Here, f1 is the maximum speed of rotation out of the speed of rotation x1 and y1 of rear wheels 8 and 9 detected by rear wheel sensors 1 and 2, and f2 is the maximum speed of rotation out of the speed of rotation x2 and y2 of front wheels 10 and 11 detected by front wheel sensors 3 and 4. Simultaneously, an allowable difference S in the speed of rotation of a setting circuit 24 is selected by a mode selecting switch 30 is response to the road surface condition. Then, the difference f3 is compared with the allowable S, if f3 is larger than S, a command is given to operate a throttle valve operating device 6 which is means to reduce an engine output. This allows the opening of the throttle valve to be throttle permitting the engine output to be reduced.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a driving force control device used to eliminate slip loss of drive wheels of an automobile.

(Prior Art and Problems) When starting or accelerating a car on a slippery road surface such as a snowy road or a double road, smooth starting and acceleration may not be possible due to the spinning of the drive wheels.

In such a case, conventional cars do not have a device to control this, and the reality is that the only way to do this is to rely on the driver's operating techniques such as accelerator operation, clutch operation, gear selection operation, etc.

(Means for Solving the Problems) The present invention has been made in view of the conventional situation, and its purpose is to smoothly and efficiently start and accelerate a vehicle on a slippery road surface. An object of the present invention is to provide a driving force control device that achieves this objective, and as a technical means to achieve this objective, the present invention provides a sensor for detecting the rotation speed of a driving wheel and a sensor for detecting the rotation speed of a non-driving wheel. and: an output attenuation means for attenuating the output of the drive device; and: an actual rotation difference value between the two rotation speeds detected by the side sensor, and an allowable rotation difference value between the drive wheels and the non-drive wheels set according to the road surface condition; and a mode selection switch that selects an allowable rotation difference value between the two control devices. We decided to adopt it.

(Function) Therefore, in the driving force control device of the present invention, the setting is made in accordance with the difference between the rotational speed of the driving wheel and the rotational speed of the non-driving wheel detected by the sensor, that is, the actual rotational difference value, and the slip rate of the road surface. The control device compares and judges the allowable rotation difference value between the driven wheels and the non-drive wheels, and when the actual rotation difference value exceeds the allowable rotation difference value, the drive device (engine)
The output of the drive wheel is reduced by the output damping means, and the torque of the drive wheels is reduced, so that slipping is eliminated and there is no difference in rotation between the drive wheels and the non-drive wheels.

(Example) Embodiments of the present invention will be described below with reference to the drawings.

The driving force control device A of this embodiment includes left and right rear wheel sensors 1,
2, left and right front wheel sensors 3, 4, a throttle valve operating device 6 that serves as an output damping means for the engine 5 as a drive device, and a control device that operates the throttle valve operating device (hereinafter referred to as "throttle device") 6. 7, a mode selection switch 30 for selecting the road surface condition, and a needle.

Rear wheel sensors 1 and 2 are for left and right rear wheels 8.9 as driving wheels.
The rotational speeds of the left and right rear wheels 8 and 9 are separately detected.

The front wheel sensors 3 and 4 are connected to left and right front wheels 10 as non-driving wheels.
．． 11 respectively, and similarly the left and right front wheels 10
．． 11 rotation speeds are detected separately.

Next, the throttle device 6 as an output damping means includes a vacuum pump 12, a vacuum tank 13, a solenoid valve 14, and a diaphragm actuator 15.
are connected in series, and the actuator 15 and the lower intermediate drum 16 are connected by a load roll wire 17, and the lower intermediate drum 16 and the throttle valve 18 are connected by a load roll wire 19. , and an accelerator pedal 22 is connected via a control wire 23 to an upper intermediate drum 21 which is pivotally supported in common with the lower intermediate drum 16 and is connected by a spring 20.
Then, when the control device 7 issues a command to reduce the output of the engine 5, a current flows through the solenoid valve 14 to open the valve 14, and the negative pressure in the vacuum tank 13 acts on the 7 actuator 15, causing the control wire 17 to open. Towed, lower intermediate drum 16 and control wire 1
Throttle valve 18 is operated in the closing direction via valve 9 to reduce the output of engine 5.

In the case of this output reduction operation, the lower intermediate drum 16 rotates independently of the upper intermediate drum 21 against the spring 20, so there is no need to push back the accelerator pedal 22 (also, During normal operation of the 7xel pedal 22, both drums 16.2 are
1 rotates as one unit, so the driver does not feel uncomfortable when operating the Betaru.

The mode selection switch 30 is installed near the driver's seat,
Paved road contact point 31 and dirt road contact point 32 that indicate the road surface condition
, a snow road contact 33, a double road contact 34, a gravel road contact 35, and an auto contact 36 are provided.

The control device 7 is a microcomputer provided with a setting circuit 24 and a comparison circuit 25, and the setting circuit 24 is connected to each contact point of the mode selection switch 3.0 to determine the rotational speed of the driving wheels and the non-driving wheels. The allowable rotation difference value between the rotation speed and the rotation speed is set according to the road surface condition, and when the road surface condition is specified by the contact point of the mode selection switch 30, the allowable rotation difference value corresponding to the road surface condition is output.

The comparison circuit 25 is connected to the left and right rear wheel sensors 1, 2, the left and right front wheel sensors 3, 4, and the setting circuit 24,
By inputting each output, calculate the actual rotational difference value between the rotational speed of the driving wheels according to the left and right rear wheel sensors 1 and 2 and the rotational speed of the non-driving wheels according to the left and right front wheel sensors 3 and 4, and further , the actual rotation difference value and the allowable rotation difference value are compared and determined, and a signal instructing the output damping device 6 to operate is outputted when the actual rotation difference value exceeds the allowable rotation difference value.

Next, the operation of the control device 7 will be explained according to the flowchart shown in FIG.

First, when a switch of a driving force control device (not shown) is turned on and the power of the control device is turned on while driving a car, the number of revolutions of each of the rear wheels 8.9 detected by the rear wheel sensors 1 and 2 is multiplied by 1. Maximum rotation speed f1 of y1 and front wheel sensor 3
, 4, each rotation speed X of the front wheels 10.11 detected at
21) Calculate the difference between the maximum rotation speed f2 and the maximum rotation speed f2 of '2 as the actual rotation difference value f3. Next, the selection mode switch 30 is used to select the allowable rotation difference value S of the setting circuit 24. In this embodiment, the allowable rotation difference value S is S=5 for a paved road surface, S=3 for a dirt road surface, S=1.5 for a snowy road surface, and S=2 for both road surfaces.
7. The gravel road surface is set to S=2.2, and the auto speed is set to S20. If these rotation difference values are exceeded, the spin loss of the drive wheels will be too large, making it impossible to start or accelerate smoothly, especially on snow. For slippery surfaces such as roads, the S value must be small.

Next, in the first judgment step 37, the allowable rotational difference value S is
(S=O) or other than auto (S>O).

Next, a case will be described in which it is determined that the allowable rotation difference value S is other than auto (Sho).

In the second judgment step 38, the actual rotation difference value f3 and the allowable rotation difference value S are compared and determined, and when the actual rotation difference value f3 exceeds the allowable rotation difference value S (f3>S), the above-mentioned This will command the throttle device 6 to operate. At this time, the engine output, which is reduced by the throttle device S, is set to decrease with the engine stalling as the limit point, and for example, the engine rotation speed is 1500 rpm on a paved road surface and 900 rpm on a snowy road surface.

Next, a case where the allowable rotational difference value S is determined to be auto (S=O) in the first determination step 37 will be described. This auto mode controls output in rainy weather, and focuses on using the wiper in rainy weather, while also using the wiper switch as a selector. That is, wiper switch W
When the wiper switch
When wiper switch W is in intermittent operation (INT), S = 2.7 is set in response to the fact that the road surface is slightly wet, and when wiper switch W is in low-speed operation (LOW), the road surface is quite wet. Correspondingly, S=2.2 is set, and S=1.5 is set to correspond to the fact that when the wiper switch W is operated at high speed, the road surface becomes extremely wet and the slip becomes large. Next, as in the case other than auto, the actual rotational difference value f, and the allowable rotational difference value S are compared in a judgment step 38, and if f>S, the throttle device 6 is commanded to operate, This command is output until fi<S.

Next, FIG. 4 shows the other side of the output attenuation means. The output damping means of this embodiment is applied to a turbocharged engine. Although it is similar, the difference is that the actuator 43 and the intake relief valve 44 are connected by a control wire 45. This relief valve 4
Normally, when the pressure inside the surge tank 46 exceeds a set value, it operates against a spring 47, and releases the pressure inside the surge tank 46 to the atmosphere to keep it constant.
8 has the function of preventing damage. Note that 49 is a turbo.

Then, when the control device 7 commands the operation, the solenoid valve 42 opens for 50 m5ec in the embodiment, the negative pressure of the vacuum tank 41 acts on the 7-cut duct 43, and the relief valve 44 opens against the spring 47. The pressure inside the surge tank 46 is released to the atmosphere, thereby reducing the output of the engine 48. Then, when the output of the engine 48 decreases and the idle loss is eliminated, the strain/
The negative pressure in the actuator 43 is released to the atmosphere by the idle valve 42, and the relief valve 44 is closed. This operating time is 100 m5e even if response delay is estimated.
It is c. In this case, the surge tank 46
When the internal pressure is still low, even if the traction force from the actuator 43 acts on the relief valve 44, the relief valve 44 cannot be fully pulled and the output of the engine 48 cannot be reduced, but the control device 7 issues a command again. is generated, negative pressure acts on the actuator 43, and this process is repeated until the relief valve 44 is opened and the output of the engine 48 is reduced. The traction force for opening the relief valve 44 can be set by the diameter of the diaphragm, and if the relief valve 44 is operated three times, the output of the engine 48 can be recovered after 200 m5ec.

Although embodiments of the present invention have been described above with reference to the drawings, the specific configuration of the present invention is not limited to the embodiments described above.

For example, as the driving force damping means, in addition to the embodiments described above, the following means may be considered.

(a) If the fuel supply system is a 7-fuel injection system, reduce the fuel injection amount.

(b) If equipped with a turbocharger, activate the exhaust bypass to reduce the turbine speed.

(c) In the case of turbocharging, a butterfly-type throttle is provided just before the intake blower, and this throttle is closed to reduce charging efficiency.

(d) Turn off the ignition signal.

Further, in the embodiment, the control device has two modes, automatic and manual, but either mode may be used, and the number of selections may be one for only snowy roads, or two or more.

Furthermore, although the wiper switch is used as the selector in the automatic mode, a raindrop sensor may also be used.

Further, the allowable rotation difference value set depending on the road surface condition changes depending on the gear ratio and torque of the engine, and should be set appropriately taking these into consideration.

Further, in the embodiment, a rear wheel drive vehicle is taken as an example, but it is of course applicable to a front wheel drive vehicle.

(Effects of the Invention) As explained above, according to the present invention, the difference in rotational speed between the driving wheels and the non-driving wheels is prevented from becoming larger than a certain value, so that the slip loss of the driving wheels can be suppressed. Anyone can easily start and accelerate on slippery roads without requiring advanced maneuvering skills, and even on normal roads, engine torque can be efficiently transmitted to the road, ensuring maximum efficiency at all times. It is possible to achieve safe starting, highly efficient acceleration, and energy saving.

[Brief explanation of the drawing]

FIG. 1 is a system diagram of a driving force control device according to an embodiment of the present invention.
FIG. 2 is a block diagram of the driving force control device, FIG. 3 is a 70-chart diagram of the driving force control device, FIG. 4 is an explanatory diagram showing an embodiment of the driving force damping means, and FIG. 5 is a driving force It is an explanatory view showing observation of a damping means. 1.2: Rear wheel sensor 3.4: Front wheel sensor 5: Engine 6: Throttle and lubrication device (output damping means) 7: Control device 8.9: Rear wheel (drive wheel) 10.11: Front wheel (non-drive wheel) Drive wheel) 30: Mode selection switch A: Driving force control device X l + V +: Rear wheel rotation speed f1: Maximum rotation speed difference value

Claims (1)

[Scope of Claims] A sensor for detecting the rotational speed of a driving wheel: A sensor for detecting a rotational speed of a non-driving wheel; An output attenuating means for attenuating the output of a drive device that drives the driving wheel; Both of the sensors A state in which the detected actual rotational speed difference value and the allowable rotational difference value between the driving wheels and non-driving wheels are compared and judged based on the road surface condition, and the actual rotational speed difference value exceeds the allowable rotational speed difference value. A driving force control device comprising: a control device that operates the output damping means; and a mode selection switch that selects an allowable rotation difference value of the control device.