JPS61247829A - Skid controller for car - Google Patents

Abstract

PURPOSE:To improve traveling feeling by controlling a throttle so that the throttle opening-degree corresponding to the traveling state of a car after suspending wheel spin in early time by reducing the throttle opening-degree when wheel spin is generated. CONSTITUTION:When a car-state calculator 25 judges the generation of wheel spin, a control-signal switching device 22 is switched from acceleration control system to spin control system. While, for the aimed throttle opening-degree calculated by an aimed-value calculator 26, the actual throttle opening-degree set small in a reduction factor obtained according to the map on the basis of the acceleration speed by a reduction factor calculator 28 is calculated. The throttle control signal on the basis of the above-described is calculated in a control quantity calculator 27 and input into a throttle actuator 16 through a control-signal switching device 22 and a throttle controller 23, and the throttle of an engine 17 is controlled. Control is performed so that the transition to the aimed throttle opening-degree is secured after the lapse of a prescribed time.

Description

[Detailed description of the invention] (Industrial application field) Shouting fat is related to the skid system @ device of one city.

(VL Next Technology) When a vehicle starts or runs, if a driving force greater than the coefficient of friction (grip force) between the road surface and the tires is applied to the drive wheels,
Because the drive wheels spin (wheel spin), accidents occur in which the vehicle is unable to start or goes off course while cornering.

Therefore, as shown in Figure 9, the vehicle! A rotation sensor 3a measures the rotational speed of the driving wheel 2a and rolling wheel 2b.

3b, the rotational speed detection parts 4a and 4b detect the rotational speed, and the comparison part 5 detects the rotational difference (ratio), and when this rotational difference (ratio) exceeds a predetermined value, wheel spin occurs. The controller 6 outputs a ``off'' signal to the clutch 7 or a ``close'' signal to the throttle 8 to control the driving force of the drive wheels 2a, thereby preventing the occurrence of wheel spin when the vehicle starts. A device designed to prevent this has been proposed (see Japanese Patent Laid-Open No. 59-202963).

However, in the above-mentioned conventional technology, when the occurrence of wheel spin is detected, the clutch is immediately disengaged or the throttle is closed, so a so-called engine shake phenomenon occurs and the driving feeling deteriorates. there were.

(Object of the Invention) The present invention has been made in view of the above-mentioned problems of the conventional technology, and is aimed at controlling the throttle opening to be smaller than the throttle opening depending on the running condition of the vehicle when wheelspin occurs, thereby causing wheelspin. The purpose of this is to improve the driving feeling by stopping the engine early and then controlling the throttle opening according to the driving condition of the vehicle.

(Structure of the Invention) Therefore, the present invention has the following features, as shown in FIG.
An actuator B that controls the throttle A of the engine, a wheel spin detection section C that detects wheel spin, an acceleration setting section that sets a target acceleration when detecting wheel spin, and a wheel spin detection section that corresponds to the target acceleration when detecting wheel spin. and a control section E that outputs a control signal to the actuator so as to control the throttle opening to a smaller throttle opening than the target acceleration, and then shift to the throttle opening corresponding to the target acceleration.

(Effects of the Invention) According to the present invention, when wheelspin occurs, the throttle opening is controlled to be smaller than the throttle opening corresponding to the target acceleration for the current vehicle speed, so the wheelspin stops rapidly. This improves responsiveness to wheelspin, while controlling the throttle opening to then shift to the throttle opening corresponding to the target acceleration. Since the so-called engine blur phenomenon is less likely to occur, the driving feeling also improves.

(Embodiments) Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

As shown in Fig. 2, the front wheels (drive wheels) 11 of the FF vehicle IO
．． 11 and rear wheels (rolling wheels) 12 and 12 are provided with rotation speed detection sensors 13, 13, 14, 14, respectively, which detect the rotation speed, and each rotation speed detection sensor 13, 14 is a control device!
5, a throttle actuator 16 is connected to the control device 15, and the throttle actuator 16 controls the throttle of the engine 17! 8 is controlled, and an accelerator sensor 20 is provided to detect the amount of depression of the accelerator pedal 19, and the throttle actuator 16 is controlled in accordance with a detection signal from the sensor 20.

As specifically shown in FIG. 3, the throttle control signal of the accelerator sensor 20 is
2 (described later) and is input to the throttle actuator 16 via the throttle controller 23, and the throttle actuator 16 controls the engine! 7 throttle 18
is controlled, the output of the engine 17 is transmitted to the drive wheels 11 via the transmission T/M and final gears F and G, and the rotation of the drive wheels 11 rotates the rolling wheels 12 via the body 24. The FF vehicle 10 begins to run.

Then, the vehicle state calculator 25 of the control device 15
Based on the rotation difference (ratio) between the rotation wheel 1 and the rolling wheel 12, it is calculated whether or not a wheel spin state is occurring, and when it is determined that wheel spin is occurring, the control signal switch 22 switches from the accelerator control system to the spin control system. Can be switched.

Furthermore, the vehicle state calculator 25 simultaneously detects the slip rate, acceleration, and the like.

On the other hand, in the target value calculator 26 of the control device 15, the rolling wheels 12
A target value (target acceleration=current acceleration) g is calculated based on the rotation of the vehicle.

That is, based on the knowledge that the acceleration during wheelspin is a direct reflection of the grip force on the road surface, the driving force of the drive wheels 11 is adjusted to the target acceleration g (maximum grip on the road surface) relative to the current vehicle speed. Power)
In other words, rolling wheels! The throttle opening is controlled so that the current acceleration is 2, and wheel spin is stopped while maintaining acceleration.

The relationship between acceleration and throttle opening with respect to vehicle speed is stored in the target value calculator 26 in advance as a map as shown in FIG. 6 for each gear stage.

For example, if the gear is 1st, the current vehicle speed is 20 km/h.
When the target acceleration g=0.5 at h, the target throttle opening is determined to be 60%, and when the current vehicle speed is 20 ks/h and the target acceleration g=o, t, the target throttle opening is determined to be 20%.
%.

Further, the reduction magnification calculator 28 of the control device 15 calculates the reduction magnification (α) based on the acceleration based on a map as shown in FIG.

This reduction magnification (α) is set to become smaller as the acceleration increases; for example, when acceleration g=0.2
When g=0.1, α=0.4 is set, and when acceleration g=0.1, α=1.0.

Therefore, the target value calculator 26 calculates, for example, that the current vehicle speed is 20
When the target acceleration g=0.2 at +a/h, the throttle opening (β) is determined to be 60%, but the reduction magnification calculator 28 determines that (θ)=β(60) Xα(0, 4) is calculated, and the actual throttle opening θ is set to 24%.

Then, as shown in FIG. 8(a) and FIG. 8(b),
When a wheel spin state is detected based on the rotation difference (ratio) between the driving wheel 11 and the rolling wheel 12, as described above, the driving wheel 1
The target throttle opening (β) is determined so that the driving force of No. 1 approaches the target acceleration for the current vehicle speed. Even small actual throttle opening (
θ), and after a predetermined time (Δt) has elapsed, control is performed to shift to the target throttle opening (β) corresponding to the target acceleration.

The actual throttle opening (θ) signal determined by the reduction magnification calculator 28, the target throttle opening (β) signal determined by the target value calculator 26, and the current throttle opening calculated by the vehicle status calculator 25. Signals such as slip rate, acceleration, etc. are calculated by the control amount calculator 27 and converted into a throttle control signal, and the throttle control signal is transferred to the control signal switch 22 which switches from the accelerator control system to the spin control system. The power is input to the throttle actuator 16 via the throttle controller 23, and the throttle actuator 16 controls the throttle 18 of the engine 17 to obtain a driving force according to the running state of the vehicle, thereby stopping wheel spin.

The throttle actuator 16 is, for example, a throttle (valve) 18 of an engine 17, as shown in FIG.
is connected to a hydraulic cylinder 29, a servo valve 30 is connected to the hydraulic cylinder 29, and the position of the servo valve 30 is switched by a control signal from the throttle controller 23 based on a throttle control signal and a feedback signal from a feedback potentiometer 31. , the hydraulic pressure of the hydraulic pump 32 may be supplied to and discharged from the hydraulic cylinder 29 via the reducing valve 33 and the servo valve 30, and the opening degree of the throttle (valve) 18 may be controlled by the operation of the hydraulic cylinder 29. .

The operation of the skid control device configured as described above is explained in the fifth section.
This will be explained with reference to the flowchart shown in the figure.

In step Sl, it is determined whether it is the measurement/control timing, and if YES, in step S2, the driving wheels 11. The rotation speed of the rolling wheels 12, the accelerator pedal position, the current throttle opening, etc. are measured.

Then, in step S3, the slip rate and acceleration are determined.

A vehicle running state such as a wheel spin state is detected, and it is determined in step S4 whether or not wheel spin is occurring.

If YES is determined in step S4, a target value g (target acceleration) according to the driving state of the vehicle is calculated in step S5, and in step S6, the target throttle opening is adjusted to approach the target value g (target acceleration). degree (β) is determined.

Then, in step S7, the reduction magnification (α) is calculated based on the reduction magnification map (see Fig. 7) based on the acceleration g, and in step S8, the reduction magnification (
The actual throttle opening (θ) is determined by multiplying by α).

Next, in step S9, the current throttle opening degree and the actual throttle opening degree (θ) are compared, a throttle control signal that corresponds to the actual throttle opening degree (θ) is generated, and the throttle control signal of the spin control system is generated. Throttle actuator 16 is controlled.

As a result, the driving force of the driving wheels 11 is further reduced, so
Wheels spin stops rapidly.

After a predetermined time (Δt) has elapsed, the current throttle opening degree and the target throttle opening degree (β) are compared in step S9.
A throttle control signal that achieves the target throttle opening (β) is generated, and the throttle actuator 16 is controlled by the throttle control signal of the spin control system. As a result, the driving force of the driving wheels 11 is gradually increased and maintained at the maximum driving force within a range where wheel spin does not occur.

If the determination in step S4 is No, the process moves to step SIO, where the throttle actuator 16 is controlled by the throttle control signal of the accelerator control system that determines the throttle opening degree from the accelerator pedal position, and no spin control is performed.

[Brief explanation of the drawing]

FIG. 1 is a block diagram of the present invention, FIG. 2 is a block diagram of a skid control device according to the present invention, FIG. 3 is a control circuit diagram embodying FIG. 2, and FIG. 4 is a block diagram of a throttle actuator.
Fig. 5 is a flowchart, Fig. 6 is a graph showing the relationship between target acceleration and throttle opening with respect to vehicle speed, Fig. 7 is a graph showing the relationship between acceleration and reduction magnification, and Fig. 8 (a)
is a graph showing the rotational speed of the driving wheel and rolling wheel when wheel spin occurs, Fig. 8 (b) is a graph showing control of the throttle opening degree, and Fig. 9 is a configuration diagram of a conventional skid control W device. . IO...FF vehicle, 11...Front wheel (driving wheel), 12...Rear wheel (rolling wheel), 13.14...Rotation speed detection sensor, 15...Control device, 16 (B) ...Throttle actuator, 17...
-Engine, 18(A)... Throttle (valve), C... Wheel spin detection section, D... Acceleration setting section, E... Control section. Figure 1 System diagram 2 Figure 61!1 Figure 7 Figure 8 (a)

Claims (1)

[Claims] (1) An actuator that controls the throttle of the engine, a wheel spin detection section that detects wheel spin, an acceleration setting section that sets a target acceleration when wheel spin is detected, and an acceleration setting section that corresponds to the target acceleration when wheel spin is detected. A control section for controlling a throttle opening to be smaller than a throttle opening and then outputting a control signal to the actuator so as to shift to a throttle opening corresponding to a target acceleration. Device.