JPS61178525A - Acceleration slip controller of vehicle - Google Patents

Abstract

PURPOSE:To lower the output of an internal-combustion engine with high response and efficiently control the acceleration slip of a vehicle by circulating part of air which is supercharged by a supercharger and reducing the supercharging quantity. CONSTITUTION:When a driving wheel 57 is judged to be in an acceleration slip condition of wheel spin and the like by the action of a driving wheel rotation sensor 48 and an electronic control circuit 40, a diaphragm type valve 18 for a bypass passage 6 which bypasses a supercharger 10, is opened to make the bypass passage 6 open. Thereupon, part of air being supercharged to an internal-combustion engine 1 side by means of the supercharger 10, is circulated via the bypass passage 6, to the lower course of a throttle valve 9 and the upper course of the supercharger 10. Thereby, the output of the internal-combustion engine 1 is lowered with high response, while efficiently controlling the acceleration slip of a vehicle.

Description

DETAILED DESCRIPTION OF THE INVENTION Object of the Invention [Field of Industrial Application] The present invention relates to a vehicle acceleration slip control device, and more particularly to a vehicle acceleration slip control device for controlling acceleration slip in a vehicle equipped with a supercharged internal combustion engine. Regarding a control device.

[Conventional technology] In recent years, the performance of vehicle driving has improved, and one of these improvements is the installation of a supercharged internal combustion engine that supercharges the intake air to the internal combustion engine to achieve high output. . This uses the rotation of the output shaft of the internal combustion engine and the energy of the exhaust gas to rotate the turbine installed in the intake system, supercharging the intake air into the cylinder, and increasing the speed and output of the internal combustion engine. The aim is to improve fuel efficiency and fuel efficiency.

[Problems to be Solved by the Invention] However, vehicles equipped with such a supercharged internal combustion engine have the following problems.

(1) A supercharger (=l) When an internal combustion engine is operated with supercharging, the output torque is large, so the slip of the drive wheels increases when starting or cornering, which can cause wheelspin. I ran into problems.

(2) In order to avoid this, it is possible to consider countermeasures such as suppressing the sudden increase in output torque of the internal combustion engine in advance by adopting a non-linear throttle valve, etc., but the response of the internal combustion engine to the driver is poor. As a result, the driver feeling was not good, and this was not a practical solution. It is also possible to suppress the internal combustion engine output by lowering the supercharging amount or compression ratio in advance, but this would make it impossible to fully demonstrate the performance of the internal combustion engine.

(3) On the other hand, a method can be considered in which supercharging is not performed when it is determined that wheel spin due to acceleration slip has occurred. For example, in a type of supercharger that performs supercharging using a turbine linked to the output shaft of an internal combustion engine, supercharging may be stopped by disengaging the electromagnetic clutch. However, turning the clutch on and off while it is rotating at high speed causes great damage to the clutch, so it was not possible to use the side bottom as a practical countermeasure.

SUMMARY OF THE INVENTION Therefore, the present invention has been made for the purpose of solving the above-mentioned problems. The present invention provides an acceleration slip control device.

Structure of the Invention [Means for Solving the Problems] The present invention has the following structure as a means for solving the above problems. That is, as shown in FIG.
a supercharger M3 that is linked to an output shaft M2 of the internal combustion engine M1 and is operated under predetermined operating conditions of the internal combustion engine M1; and a bypass passage M for intake air that bypasses the supercharger M3.
4, and a bypass passage opening/closing means M5 that opens and closes the bypass passage M4; and vehicle drive wheels M that rotate with the internal combustion engine M1 as a driving source.
drive wheel rotation state detection means M7 for detecting the rotation state of the drive wheel M6; acceleration slip determination means M8 for determining the acceleration slip state of the drive wheel based on at least the detected rotation state of the drive wheel M6; When the machine M3 is operating and the acceleration slip determining means M8 determines that the drive wheel M6 is in a predetermined acceleration slip state, the bypass passage opening/closing means M5 is controlled to open the bypass passage M4. This is the configuration of a vehicle acceleration slip control device including a supercharging control means M9.

Here, the supercharger M3 is of a type that is provided downstream of the throttle valve and performs supercharging in conjunction with the output shaft of the internal combustion engine M1, and is controlled by the operating conditions of the internal combustion engine M1, for example, by the driver. There are some that operate under the conditions that the switch to be turned on is in the on state and the rotational speed of the internal combustion engine M1 is 1500 rl)m or more.

Further, the bypass passage M4 is provided so that intake air is drawn into the internal combustion engine M1 by bypassing the supercharger M3.
The bypass passage M4 is provided with bypass passage opening/closing means M5 for opening and closing the bypass passage M4.

This bypass passage M4 is provided in many internal combustion engines with a supercharger in view of the fact that the supercharger M3 provides considerable resistance to intake air when the supercharger M3 is not operating.
Normally, the bypass passage opening/closing means M5 is often already configured to be in an open state when the supercharger M3 is not operating. If the supercharger M3 with low air resistance is used and there is no bypass passage M4 etc.,
Just create a new one.

As the bypass passage opening/closing means M5, various opening/closing means can be considered, such as a solenoid valve or a diaphragm valve that utilizes the negative pressure of the intake pipe.

The driving wheel rotational state detection means M7 may be a rotational speed or angular acceleration sensor that detects the rotational speed or the rate of increase (angular acceleration) of the rotational speed of the driving wheel M6. What kind of detection means is used as the rotational state detection means is determined by the balance with the acceleration slip determination means M8. If a determination is being made, the configuration may be such that at least the rotational speed is detected.

On the other hand, when the acceleration slip determination means M8 is configured to determine the acceleration slip state of the drive wheel M6 from the rate of increase (angular acceleration) in the rotational speed of the drive wheel M6, the drive wheel rotation state detection means M7 In addition to the configuration that detects the number of rotations, a configuration that detects angular acceleration can also be used.

The supercharging control means M9 temporarily stops supercharging by the supercharger M3 when the acceleration slip determining means M8 determines that the drive wheel M6 is in a predetermined acceleration slip state and is causing wheel spin or the like. The bypass passage opening/closing means M5 of the bypass passage M4 is opened in order to reduce the energy consumption.If the bypass passage opening/closing means M5 is of a solenoid valve type, it is electrically opened; If so, drive the pilot valve etc. to apply negative pressure to the diaphragm chamber.

Incidentally, the acceleration slip determination means M8, the supercharging control means M9, etc. may each be realized as discrete circuits, but they may also be constructed integrally using a microprocessor. Each means is realized by executing control according to a program.

[Function] The vehicle acceleration slip control device of the present invention having the above-described configuration controls the supercharger M3 when it is detected and determined that the drive wheel M6 is in a predetermined acceleration slip state such as wheelspin. It works to open the bypass passage M4. As a result, the supercharger M3 causes the internal combustion engine M1 to
A portion of the intake air supercharged to the side circulates through the bypass passage M4 downstream of the throttle valve and upstream of the supercharger M3. In particular, since the pressure upstream of the supercharger M3 is lower than that downstream, such reflux easily occurs, without reducing the rotational speed of the supercharger mM3, which operates in conjunction with the output shaft M2 of the internal combustion engine M1. That is, a considerable proportion of the increase in internal combustion engine output due to supercharging is lost almost instantaneously, and the output of internal combustion engine M1 decreases by, for example, about ten percent.

On the other hand, since the rotational speed of the supercharger M3 does not decrease, the amount of supercharging to the internal combustion engine M1 is instantly restored if the drive wheel M6 leaves the predetermined rotational speed state and closes the bypass passage M4.

[Example] Embodiments of the present invention will be described in detail below with reference to the drawings.

FIG. 2 is a schematic configuration diagram showing the general configuration of a vehicle acceleration slip control device as an embodiment of the present invention.

As shown in the figure, the intake system of an internal combustion engine 1 includes an intake pipe 3, an air cleaner 5, a vane-type air flow meter 7 for detecting the amount of intake air, a throttle valve 9, and a supercharger from the upstream intake port. Do Super Pachi 17-
Jiya 10. Intercooler 12. A surge tank 14 and the like are provided.

Also, downstream of the throttle valve 9, the supercharger 10
A bypass passage 16 is provided from upstream of the throttle valve 9 to the surge tank 14, and the bypass passage 16 is provided with a diaphragm valve 18 that opens and closes the bypass passage 16 using negative pressure downstream of the throttle valve 9. The diaphragm valve 18 is separated into two chambers by a diaphragm 19, and the pressure in the negative pressure chamber 21 is controlled by a pilot solenoid valve 23.
It is configured to be controlled by opening and closing.

When the pilot solenoid valve 23 is energized, it connects the negative pressure chamber 21 to the downstream side of the throttle valve 9, and the negative pressure causes the valve body 25 of the diaphragm valve 18 to move toward the valve seat 2.
7, the bypass passage 16 is opened, and when the current is not energized, the negative pressure chamber 21 is opened to the atmosphere, and the valve body 25 is seated on the valve seat 27 by the spring 29 in the diaphragm valve 18. Bypass passage 1
6 is in the closed state.

The supercharger 10 is connected to an output shaft (not shown) of the internal combustion engine 1 via an electromagnetic clutch, and is configured to be rotated by the internal combustion engine 1 under predetermined operating conditions to perform supercharging. In this embodiment, the supercharger 10 is configured as a roots-type blower consisting of two gears 10a. Therefore, since air resistance is large when supercharging is not performed, control is performed to open the diaphragm valve 18 when the supercharger 10 is stopped.

Such control, supercharging control described later, fuel injection control using the fuel injection valve 30 provided in the intake system, and ignition timing control controlling the timing of spark ignition at the spark plug 33 provided in the combustion chamber 31. These operations are performed centrally by the electronic control circuit 40. The electronic control circuit 40 includes a well-known central processing unit (CPJJ) 41 and a ROM 42. RAM4
It inputs signals from an external sensor group via an input port 45, and also
The CPU 41 sequentially performs processing and judgment according to the program stored in the M42, and sends control and output to the output port 4.
7.

In addition to the air flow meter 7 described above, the sensor group that inputs signals via the input boat 45 includes a throttle sensor 50 that detects the opening of the throttle valve 9 and an internal combustion engine 1.
A water temperature sensor 52 that detects the cooling water temperature of the vehicle, and an idler wheel 5 of the vehicle.
an idle wheel rotation speed sensor 54 that outputs a pulse signal with a period corresponding to the rotation speed of the drive wheel 57; The rotation speed sensor 58 and further the igniter 60
It is provided in the distributor 62 that distributes the high voltage excited in the next coil to the spark plug 33, and is installed in the internal combustion engine 1.
There is a rotation speed sensor 64 for detecting the rotation speed of the engine.

On the other hand, the actuators controlled via the output port 47 include the pilot solenoid valve 23 and the fuel injection valve 3 described above.
In addition to 0, there is an igniter 60 that supplies high voltage to the spark plug 33 via a distributor 62.

In this embodiment having the above configuration, fuel injection is controlled based on the intake air amount detected by the air flow meter 7, the throttle opening detected by the throttle valve 50, the rotation speed detected by the rotation speed sensor 64, etc. and ignition timing control, etc., but since these controls are not directly related to the gist of the present invention and are well known, their explanation will be omitted.

Next, referring to FIG. 3, supercharger control for controlling supercharging by the supercharger 10 will be explained. In a process (not shown) that precedes this control routine, it is determined whether or not to perform supercharging based on the operating state of the internal combustion engine 1. A supercharger switch (not shown) operated by the driver is turned on, and the throttle When the opening degree is greater than or equal to a predetermined opening degree, the supercharge tlo is connected to the output shaft of the internal combustion engine 1 by an electromagnetic clutch (not shown) and rotated at high speed. Under these conditions, this control routine is repeatedly executed together with other processing routines.

First, the contents of processing and judgment in each step will be explained.

Step 100: A process of reading the rotation speed Nd of the drive wheel 57 from the cycle of the pulse signal output by the drive wheel rotation speed sensor 58 is performed.

Step 110: A process is performed to calculate the rate of increase Dlv in the vehicle speed (vehicle) from the drive wheel rotation speed Nd-1 at the previous sampling time and the rotation speed Nd read this time in step 100. The rate of increase in vehicle speed Dlv is determined as DIv=Kx (Nd - Ncl-1>/Δt), where the sampling interval is set to Δt and is a constant.

Step 120: Determine whether the value of flag F is zero. Flag F indicates whether supercharging control is being performed due to the occurrence of acceleration slip, and its initial value is O.

Step 13Q: It is determined whether the rate of increase in vehicle speed [)Iv exceeds a predetermined upper limit value a1. The rate of increase in vehicle speed [)lv is limited by the conditions of the vehicle, and if the rate of increase in vehicle speed Dlv exceeds a value that is not actually (q), it means that the drive wheels are in an acceleration slip state such as wheelspin. Therefore, the acceleration slip of the drive wheels 57 is detected and determined based on whether or not the upper limit value a1 is exceeded.

Step 140: Perform processing to set the value of flag F to 1. When the value of the flag F is 1, it is determined that the drive wheels 56 are in a predetermined acceleration slip state, and the supercharging is being reduced.

Step 150: Perform processing to open the diaphragm valve 18. That is, the pilot solenoid valve 23 is turned on and negative pressure is introduced into the negative pressure chamber 21.

Step 160: Vehicle speed increase rate Dlv is a predetermined lower limit of 8
It is determined whether or not it is less than 2. The lower limit value a2 is used to provide hysteresis to the control with respect to the upper limit value a1, and the acceleration slip of the drive wheels 57 is reduced.
The value is set such that it is considered that wheel spin etc. are no longer occurring.

Step 170: Perform processing to reset the value of flag F to zero.

Step 180: A process for closing the diaphragm valve 18 is performed. That is, the pilot valve 23 is turned off, the negative pressure chamber 21 is opened to the atmosphere, and the valve 25 is closed.

According to this control routine configured as shown in FIG. 3 based on the above processing and judgment, when the supercharger 10 is operating, the rate of increase in vehicle speed [)lv is calculated from the rotational speed Nd of the driving wheels, and (1 ) When turbocharging is not restricted (F=O)
(2) If the rate of increase in vehicle speed [)lv exceeds a predetermined upper limit value a1, the diaphragm valve 18 is opened; When the rate of increase Dlv of becomes less than a predetermined lower limit value, close the diaphragm valve 18, (3) (1) above.
, (2>), the diaphragm valve 18 is maintained in its current state, and supercharging by the supercharger 10 is controlled in accordance with the vehicle speed increase rate [)lv as a whole.

Therefore, when wheel spin or the like occurs in the drive wheels 57, this is determined from an excessive rate of increase in vehicle speed, the bypass passage 16 is opened, and a portion of the air blown by the supercharger 10 is recirculated. , the output of the internal combustion engine 1 is reduced by limiting supercharging. As a result, during normal driving, the advantage of increasing the output of the internal combustion engine 1 by the supercharger 10 can be fully exploited, and when acceleration slip reaches wheelspin, the amount of supercharging is immediately suppressed to ensure sufficient driving force. be able to.

Incidentally, FIG. 4 shows an example of the above control.

Also, the internal combustion engine 1 is opened and closed by the diaphragm valve 18.
According to the vehicle acceleration slip control device of the present embodiment, which controls the output of the internal combustion engine 1, the supercharger 10 is not stopped, so the response to the output of the internal combustion engine 1 is extremely good. Since the amount of air to be used hardly changes, there is also an advantage that the load on the supercharger 10 does not change.

That is, in the method of forcibly closing the intake system by some means using the throttle valve 9 or the like to limit the amount of supercharging air, the amount of air passing through the supercharger 10 decreases, which places a large load on the supercharger 10. However, according to this embodiment, such a problem does not occur at all. Moreover, in this embodiment, supercharging is controlled using the bypass passage 16 and diaphragm valve 18, etc., which were conventionally provided when using the Roots type supercharger 10, reducing the number of parts and assembly. There is no need for an increase in man-hours.

Next, a second embodiment of the present invention will be described. The vehicle acceleration slip control device of the second embodiment has the same configuration as the first embodiment shown in FIG. 2, and only the control is different.

The fifth supercharger control routine in this embodiment
As shown in the figure, control starts from step 200, and
First, the rotation speed N of the drive wheel 57 is determined from the drive wheel rotation speed sensor 5B.
d and the rotational speed Nf of the idler wheel 53 from the idler wheel rotational speed sensor 54 are respectively read. In the following step 210, the idle wheel rotation speed Nf and constants 1, 2, and d are set.
Using i and d2, NO=KI xNf 10dl...(2
) Nl = 2 x Nf + d2...
As (3), a process is performed to obtain the lower limit value NO1 and the upper limit value N1. In the following step 220, the driving wheel rotation speed Nd is set to the upper and lower limit values Nl and N determined in step 210.

Determine what the size of the difference is.

If it is determined in step 210 that the driving wheel rotational speed Nd is equal to or higher than the upper limit value N1, the process proceeds to step 230, where the diaphragm valve 18 is opened to limit supercharging, and the driving wheel rotational speed Nd is the lower limit value. If it is determined that it is below No, the process proceeds to step 240, where the diaphragm valve 18 is closed to release the supercharging restriction, and the normal supercharging state is restored, and the drive wheel rotation speed Nd exceeds the lower limit NO and reaches the upper limit. If it is less than the value N1, the current status is maintained, the process moves to NEXT, and this control routine ends.

According to this embodiment that performs the above control, instead of determining acceleration slip based on the magnitude of the vehicle speed increase rate [)IV in the first embodiment, the drive wheel rotation speed N with respect to the idle wheel rotation speed Nf is
Acceleration slip, ie, wheel spin of the driving wheels 57, etc., is determined based on the magnitude of d, and supercharging by the supercharger 10 is controlled as in the first embodiment.

Therefore, the same effect as in the first embodiment can be obtained, and since the vehicle speed can be accurately determined by the rotational speed N of the idler wheels 53, it is possible to reliably detect the idle rotation of the drive wheels 57, and further It is also possible to control the output of the internal combustion engine 1 that is transmitted to the drive wheels 57 so as to control the slip ratio of the wheels 57 to about 10% to achieve maximum acceleration.

Although several embodiments of the present invention have been described above, the present invention is not limited to these embodiments in any way, and can be implemented in various forms without departing from the gist of the present invention. Of course.

Effects of the Invention As detailed above, according to the acceleration slip control device for a vehicle of the present invention, when the vehicle is in an acceleration slip state, a part of the air supercharged by the supercharger is circulated and the air is supercharged. Since the feed amount is reduced, the output of the internal combustion engine can be reduced with good response, and the excellent effect of effectively controlling the acceleration slip of the vehicle is achieved. Therefore, in a vehicle equipped with an internal combustion engine equipped with a supercharger that can produce high output, the high output performance should not be suppressed unnecessarily (it can be fully extracted. Also, the rotation speed of the supercharger may decrease. This also has the effect of improving the durability and reliability of the supercharger.

[Brief explanation of drawings]

FIG. 1 is a basic configuration diagram of the present invention, FIG. 2 is a schematic configuration diagram showing the configuration of a vehicle acceleration slip control device as an embodiment of the present invention, and FIG. 3 is a supercharger control routine in the first embodiment. FIG. 4 is a time chart showing the opening/closing control of the diaphragm valve based on the driving wheel rotation speed Nd and the vehicle speed increase rate [)lv, and FIG. 5 is the supercharger control according to the second embodiment of the present invention. It is a flowchart showing a routine. 1... Internal combustion engine 10... Supercharger 16... Bypass passage 18... Diaphragm type valve 23... Pilot solenoid valve 40... Electronic control circuit 41... CPU 53... Idle wheel 54...Idle wheel rotation speed sensor 57...Drive wheel 58...Drive wheel rotation speed sensor

Claims (1)

[Scope of Claims] A supercharger that is linked to the output shaft of an internal combustion engine and is operated under predetermined operating conditions of the internal combustion engine; bypass passage opening/closing means for opening and closing the passage; driving wheel rotational state detection means for detecting the rotational state of a vehicle driving wheel rotating using the internal combustion engine as a drive source; based on at least the detected rotational state of the driving wheel;
acceleration slip determination means for determining an acceleration slip state of the drive wheels; and when the supercharger is operating and the acceleration slip determination means determines that the drive wheels are in a predetermined acceleration slip state; An acceleration slip control device for a vehicle, comprising: supercharging control means for controlling a bypass passage opening/closing means to open the bypass passage;