JPS6267257A - Accelerating slip controller - Google Patents

Abstract

PURPOSE:To reduce a decelerating shock due to slip control as well as to make it conformable even to a low friction factor road surface, by using an ignition timing controlling device and a second throttle valve controlling device in combination. CONSTITUTION:At a driving control circuit 30, whether the existing slip state is more than a reference slip state or less than it is found out of the detected results of driving wheel speed sensors 29a and 29b and driven wheel speed sensors 27 and 28. When it is more than the reference slip state, opening of a second throttle valve 14 is reduced to the specified opening, and it is delayed to the specified ignition timing from the proper ignition timing. And, the second throttle valve 14 and the ignition timing are driven and controlled, and engine torque is decreased whereby such measures for lessening the slip state that becomes more than the reference value are carried out. Next, when it is less than the reference slip state, first the ignition timing is put back to the proper ignition timing and then the opening of the second throttle valve 14 is opened at a throttle opening increment per unit time and thereby torque is increased.

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial Application Field 1] The present invention relates to an acceleration slip control device u for a vehicle that suppresses acceleration slip of drive wheels that occurs when the vehicle accelerates.

[Prior Art] In order to prevent the acceleration slip of the drive wheels that occurs when the vehicle accelerates, various acceleration slip control 11 devices for vehicles have been proposed that suppress the rotation of the drive wheels when acceleration slip occurs. For example, if a second throttle valve is installed in addition to the first throttle valve, when acceleration slip occurs, the amount of intake air is reduced by the second throttle valve regardless of the accelerator operation by the vehicle driver. There are some methods that suppress the output torque of an internal combustion engine. Ignition 11 as a means of
．． Conventionally, it has been considered and proposed to suppress the output torque of the internal combustion engine transmitted to the drive wheels by retarding the timing of the drive wheels, thereby indirectly suppressing the rotation of the drive wheels.

[Problems that the invention attempts to solve] However, in the IJ conventional acceleration slizzo control device using the second stage 1-1 twin valve, as shown in Fig. 2, the rotation speed ruvwn of the drive wheel φ1j is Idler wheel [11 speeds]
When the reference rotation speed VMS (VWS=VWF+a) obtained by adding the IJ predetermined rotation speed j mouth α is reached (point h - [1), the closing of the second valve J starts. However, when the Song V song slows down and becomes less than VMS, the second
Start opening the valve (Midwife T'2
) ff+I control (j).

However, with this control i11 device, even if the second throttle valve is started to open at the time of delivery 1-2, it takes time to open the second throttle valve, and even if the valve is actually opened, the increased air flows into the cylinder. Because it took time to reach this point, it was not possible to increase the T engine torque to 1.1.

Therefore, even after T2, the decrease of 1!0 in front of the medium weight continued until 11.1 point T3, and G began to increase only after T3.

The soil? From then on, 1-3 C medium thickness before and after 0 decrease +, t ir
2nd class 11th day of Y coming ~ Rupal I's 1st town 1st head (avoid)
〕RuJ can be used, shi, Itsuk as the driving name IJ feeling λI
Driving 1 no 1 is I! ! It included Vrl +, °, and A' during the % transformation.

Also, ignition 11. 'i I! IJllll using II
1-(= Ll, 1st distribution 2nd stage
c IIIIII iJ comparison 1 engine torta stand + kari or I'! ”>Is the downward yY deviation small? [The control range of resin 1 to luku is relatively narrow/=Mud road OJ, ice and snow road, etc. However, 1? Porosity coefficient road 1n1 (similar 11 road direction) τ-1 ，
1゜Including the problem that the number of people in the Song Dynasty was 1.1.
There was.

Therefore, the present invention 1 corresponds to both problems +11j in W (never slip 1tlII In) by reducing the deceleration shift by 1 generation and making it a 1 generation friction coefficient road surface. In order to achieve the above object, the present invention provides a drive wheel that detects the rotational speed of the drive wheel M1, as shown in FIG. Speed detection means M
2, acceleration slip detection means M3 for detecting acceleration slip of the drive wheel M1 using the same rotational speed of the drive wheel M1 detected by the drive wheel speed detection means M2 as one parameter; and the acceleration slip detection means M3. Based on the discovery of the Song Dynasty,
An acceleration slip 1tIllllll device comprising: a control means M4 for controlling the rotation of the drive wheel M1 so as to increase the frictional force between the drive wheel M1 and the road surface;
4, ] - an ignition timing control means M6 that controls the ignition time tfl of the engine M5; and an intake system M of the engine M5 that is interlocked with the accelerator pedal M7.
The second throttle valve M10 provided upstream or downstream of the first throttle valve M9 provided at
The gist of the present invention is an acceleration slip control device I, characterized in that it is equipped with a second throttle valve control means M11 that performs the following functions.

Here, the drive wheel speed detection means M2 may be a sensor 1J that is conventionally provided in the drive wheels and provides a pulse output according to the rotation IJ of the drive wheels, and the ['! This is a means for determining the rotational speed based on the number of pulse outputs per medium time.

The acceleration slip detecting means M:3 determines the rotational acceleration of the driving wheel M1 from the rotational speed of the driving wheel M1 detected by the driving wheel speed detecting means M2, and adjusts the speed of the driving wheel according to the degree of rotational acceleration of the driving wheel M1. This is means for detecting acceleration slip of M1.

Further, the acceleration slip detection means M3 detects, for example, the driving wheel M1.
This is a means for detecting acceleration slip ratio by detecting the 11th speed grinding of the medium-sized running wheel in addition to the rotational speed of M1, and comparing the speed difference with the rotational speed of the driving wheel M1. You can also use it as you wish.

The ignition timing control means M6 controls the ignition timing by controlling, for example, a vacuum advance device of a distributor, or by controlling a trigger u51111 of an electronically controlled ignition device.
III.

The second throttle valve M10 is, for example, λ, the first slot) to
valve M9 and accelerator pedal are linked 1
．． It is a T-throttle valve that is opened and closed by a motor, etc.

The second throttle valve iljl+ control means M11 controls, for example, a motor that drives the second throttle valve M10 to set the opening degree, valve opening speed, and valve closing speed claw to a predetermined value (ilII+controls fi). It is a means.

The control means M4 controls, for example, the ignition timing control means M6 and the second throttle valve ill/il1 means M11.
1, and when the hl"In slip exceeds a predetermined value, the second
At the same time as closing the slot valve M10, the ignition timing is retarded, and when the acceleration slip suspension becomes below a predetermined value, the ignition timing is first advanced and then the second slot valves M1 to 1 are opened (J
It is something that

Note that the opening/closing of the second throttle valve M10 and the advance and retard of the ignition timing may be changed stepwise or in stages up to a target. By changing in this way, the predetermined torque increase/decrease characteristic can be changed (q).

[Function] In the acceleration slip control device of the present invention configured as described above, 1.1, the acceleration slip detection means M3 detects the acceleration slip of the drive wheel M1, and based on the detection result,
The control means M4 controls the ignition timing of the engine M5 using the ignition timing control means M6, and controls the second throttle valve M10 so as to increase the frictional force between the first wheel M1 and the road surface.
The opening of the throttle valve is controlled by the second throttle valve control means M11.

As a result, the engine torque control in the acceleration slip control ti11 becomes more responsive by controlling the spark timing, and can be controlled over a wider range by controlling the opening degree of the second throttle valve M10.

Therefore, the acceleration slip control device of the present invention has a high response ↑
) Since the variation in longitudinal G of the vehicle is small from 1 to 4, and a wide range of torque increase/decrease control is performed in step 4', it can be applied to winter road surfaces, especially low μ road surfaces such as ice and snow roads.

Examples will be described below, but the examples of the present invention are not limited thereto, and can be implemented in various forms without departing from the scope of the invention.

[Example] First, Fig. 3 is a schematic configuration diagram showing the engine surroundings and wheel parts of a vehicle in which the vehicle slip control device of the first example is installed, in which 1 is an engine, 2 is a piston, and 3 is an ignition valve. 4 is an intake valve, 5 is a fuel injection valve, 6 is a surge tank, 7 is an air 70 meter, and 8 is an air cleaner. In this embodiment, a first throttle valve 10 which is conventionally provided in the intake passage between the air flow meter 7 and the surge tank 6 and which adjusts the intake air amount in conjunction with the accelerator pedal 9, A second throttle valve 14 is provided which is driven by a DC motor 12 and adjusts the amount of intake air in the same way as the first throttle valve 10 described above. The second throttle valve 14 is provided with a first throttle opening sensor 16 that outputs a throttle opening signal, and a second throttle opening sensor 17 that outputs a throttle opening signal. 1B is the spark plug
This is an ignition device that supplies high voltage current to 〇-3.

On the other hand, 20 to 23 indicate the wheels of the vehicle, and 20 and 21 indicate the power of the engine 1 from 1 to the transmission 25.
, 22 and 23 respectively represent the left and right driving wheels which are transmitted through the bella shaft 26 and drive the vehicle, and the left and stone idle wheels rotate as the vehicle travels. ing. The left idler wheel 22 and the right idler wheel 23 are provided with a left driving wheel speed sensor 27 and a right idler wheel sensor 28 for detecting their rotational speeds, respectively. To detect the rotational speed of the right drive wheel speed 1! 29a and a left drive wheel speed sensor 291) are installed ('.J).

Reference numeral 30 indicates a drive control circuit, which includes the first throttle angle sensor 1) 16, the second throttle opening sensor 17, the left idle wheel speed sensor 27, the right idle wheel speed sensor +J28, and the right drive wheel speed sensor. (J29a and left drive wheel speed sensor 29
In order to obtain the maximum acceleration without causing acceleration slip when the vehicle accelerates, the second
D C[-ta 1 that adjusts the opening degree of the throttle valve 14
A slip Il outputs a drive signal to 2 and controls the ignition timing between ignition stations 1B to control the engine output.
+ control is executed.

In this practical example, the drive control circuit 30 is constructed using a 1-amp coater for the microphone [-].To proceed with the explanation, the configuration of the drive control circuit 30 is expressed as shown in FIG. In the figure, reference numeral 31 denotes a rental processing unit (1 nit) which inputs and performs the data detected by each of the above-mentioned sensors according to the control program and performs processing to drive and control the DC dryer 12.
(CPU), 32 (i) One-Domain Memory (ROM>, 3
3 is a random access memory (RAM) in which data from each of the above sensors (J) and data necessary for fraud control are temporarily read and written, and 34 is a memory for selectively transmitting output signals from the waveform shaping circuit and each sensor to the CPU 31. An input section 35 is an input section equipped with a multiplexer (multiplexer) J, etc., which outputs the DC motor 12 according to a control signal from the CPU 31; ignition 11,
) Anchor the circuit that outputs Rokuden yJ/=iH force part, 361
1 CPLJ 31, a lotus line connecting the ROM 32M, the human power section 34, and the output section 35, and serving as a path for various data, 37 is a power supply circuit that supplies power to each of the above sections (see Table 4-). .

Next, in the slip control 611 executed by the drive control circuit 30, which is configured in a manner similar to ten circuits, the control program No. I'1-=f'p-1- shown in FIG. explain. This program is repeatedly executed by the CPU 31 when the medium starter switch is turned on.

The outline of the principles of Book 70-B (No. 1~) is as follows.

■ First, find out whether the current slip state is greater than or less than the slip state of Fui11 (Slut 1105.1
10>.

■ Next, if the slip condition is equal to or higher than the reference slip condition, the opening degree of the second slip valve 17I is adjusted to a predetermined opening degree θN.
When igniting, apply 1υ1 ↑1 ignition ■) 0I (S [to delay the predetermined ignition timing θ [(step 12 OL: 140). In other words, the set opening of the second throttle valve 14 Set θS to 1 decay θN for a predetermined number of times, and set value of ignition timing is OK.
After setting the second throttle valve 14 to a predetermined retard value (OBSF+θ[), the engine torque is reduced by driving and controlling the second throttle valve 14 and the ignition timing to the set value.
Executes processing to reduce slip conditions that exceed the standard.

■ Next, if the slip condition is less than the reference slip condition, first, the IH whose ignition timing has been returned to the appropriate ignition timing θBSE opens the second slot opening by the throttle opening increase amount Δt2θn per medium time (step 150 to 200
). J, that is, OBSF is set to the ignition timing set value θK [■, and after the TA time has passed, Δ↑20n is added to the set opening θS of the second throttle valve 14 to increase the engine torque. ! Ru.

Therefore, the process in this flowchart is performed after the above determination.
Or repeat the process in ■.

Next, this process will be explained in detail.

First, when this program starts processing one gram, the RAM 33
Initialization processing such as clearing the contents of , resetting each flag and counter, etc. is executed in ST2 f100 to prepare for the following processing.

Next, in step 1051, the iron driving wheel rotation speed V, i
Driving wheel rotation speed V WF, and appropriate ↑4 ignition] 1) Period 0B
Input each SE. Here, VWR is determined from the larger value or the average value based on the detection result of the right drive wheel speed sensor (J29b, 29a), and VWf is , ΔRight idle wheel speed sensor 1
)27.2B is the value obtained based on the average calculation of the detected connections. θBS[GJ, , is the optimum ignition timing extracted from various operating conditions.

After manually inputting the above various data, in step 110, VW
It is determined whether R is equal to or greater than 1n, which is the sum of VWr and a predetermined rotational speed α, and if r Y E S ,, 1, proceed to step 120, and if rNO,I, step 150
Move to. the above! The predetermined simultaneous rotation speed α for V pulling in i principle
The value added is the reference slip state 110 (VMS), and the process is based on VWS, and if it is greater than or equal to the VWS, the process is performed when the slip state is large, and if it is less than VWS, the process is performed. This is the reference value for branching to perform processing when the state is small.

Step 1 executed when the slip is greater than the reference
20 is a step in which the set opening degree θS of the second throttle valve 14 is set to a predetermined number of times [7N], and the set value θKFT of the ignition timing is set to the predetermined ignition timing θF+iSE. Here, the above θN is the opening degree which is closed by a predetermined angle from the U condition, and θF is the retard angle added to the appropriate ignition timing θBSF.

After setting O3 and θKET, the timer flag F and Δt and Δt2 used in steps 170 and 200 are cleared in step 130.

Next, step 1/10 to be executed is a step that is processed after the execution of step 1301 described above or step 190 or 200 described below, in which the opening degree of the second throttle valve 140 is adjusted to the valve setting tune mθS, and the ignition timing is adjusted. This step is to set the ignition timing setting value θK[■. The opening [α adjustment of the second throttle valve 14 in step 140 is performed by driving the I) C7-tor 12 and adjusting the opening degree of the second throttle valve 1 to 1/l to the second throttle opening lever 17. This is done using a feedback system DI+ that changes the detection. Above θ
The KIT is controlled by outputting a retardation rate signal to the ignition control 18. Therefore, when executed after the transition from step 130, the opening degree of the second throttle valve 140 is set to θN, the ignition timing is set to θE+0BSf, and the acceleration slip is reduced.

After executing step 140, the process moves to step 105, where VWR, V-F, and θBSF are input again, and the next step 110 judges whether the slip condition is present. It will be repeated.

The above steps 100 to 140 are performed when the slip of the drive wheel is larger than the appropriate value.
This part closes the valve and retards the ignition timing to reduce engine torque and reduce drive wheel slip.

Next, a description will be given of the part that performs processing when the acceleration slip of the driving wheels is smaller than the appropriate value ↑]1. The processing is
- This is performed when the slip state of the driving wheels becomes less than the reference state as a result of the acceleration slip control described above. Branching to this process is performed in step 110 when the driving wheel rotational speed V heel becomes less than the reference rotational speed (the sum of the driving wheel rotational speed vWF and the predetermined rotational speed α). If branched here, the initial state flag F of the timer is determined, and if the determination is rYFsJ, the process moves to step 160 and rNO
If J, the process to move to step 170 is performed in step 1.
50 (Let's do this.

Step 160, which is executed when the timer starts (when flag F is O), is a step for clearing timer T and setting flag F.

If the flag F is not O, the step 170 that is processed after the execution of the above step 160 is the same as the previous step 17.
This is an operational step of the timer T that calculates the elapsed time Δ↑ from the time of 0 processing to the time of current processing.

Timer T performance 111 (step 170) Ignition timing setting value OK [Set appropriate ignition timing θBSE to ■-17
= (step 180). After setting the θBSF, the ignition timing is controlled by the OBSF in step 1/IO to be executed later.

Step 190, which is executed next, is a step of determining whether or not the timer (2) is longer than the predetermined time TA. If the determination is f Y E S j, the process moves to step 200, and the throttle opening is increased by the elapsed time Δt2 from the previous processing to the current processing and the intermediate time to the set opening O8 of the second throttle valve 14. The value obtained by adding the value obtained by subtracting On and ■ To,
It is assigned to O8.

In this process, the second throttle valve 14 is opened based on Δ12. In addition, if T is less than TA, Δt is added to θS.
Since the tampering process of 20n is not performed and the process moves to step 1/lo, is the second throttle valve 14 opened? 2.

Steps 150 to 200 are steps in which the ignition timing is set to the appropriate ignition timing θBS[, and after that, when the elapsed time reaches T^, the opening degree of the second throttle valve 14 is increased by Δt2θn, so that the engine 1 ~ An increase in the lux is carried out.

The processing shown in FIG. 5 will be explained using the timing boot of FIG. 6.

When the slip control shown in FIG. 5 is being carried out, the 1111 speed slip of the drive wheels increases and becomes -1 less than the reference slip state, that is, more than the base tp rotational speed stone VWS! When the drive wheel rotational speed reaches 1 Bv at -, the second throttle valve 14 is closed and the ignition timing is retarded at the same time (time 10). By closing both the valve and retarding the valve at the same time, the engine torque rapidly decreases after time T10, and the acceleration slip also decreases. This decrease in acceleration slip causes the engine to become less than the reference slip state (+1.
'i y'', < 111). At this time, the 5-fire timing is advanced, and the engine torque is increased at the same time. Conventionally, the second throttle valve is activated at this 05 to. Since the valve only opened, there was a delay in the increase in engine torque, and as a result, a drop in G was caused, causing shock. However, in this example, the T resin Since there is no delay in the increase of
I'm in ()'Tsukunosuke'1 is accelerating three times 7
It, II tal+ is being performed. -1', j
'jl: Ll<Daii! (G rule) 1 (Is it a slip state when looking at the corner? If there is one corner in the slip state,
Furthermore, the 2nd engine valve is opened, and the 1st engine torque is further increased by 1! slit state etc.), tQ
l slip state J, 1. Nisuru (]1 Shimasada 11
2).

Therefore, ignition 11' of C at the above 11.1 point -1-11
% period) 1 (corner 1 small) The occurrence of shock caused by the drop in the front and rear G of the vehicle is prevented.Furthermore, the second stage 1-1 tuttle valve at] staff - [1? 140 valve 1, ignition 11.1 period above
If the return is difficult, increase the engine torque γψ
Efforts are being made to return to the slip state.

As explained above, 1=first embodiment (31).
At the 5th point (nx L, I when the VWR has become more than 10V), the response ↑1 can be made higher by closing the -1 torque valve 14 and retarding the ignition 11-14 at the same time. , and - Since the engine torque can be greatly reduced, it can be adapted to low /l road surfaces.

What is the cause of drive wheel slippage? At lJ when it becomes 11 or less (
By advancing the ignition timing when the VWR becomes less than vl/JS, it is possible to increase the response ↑1 and increase the engine torque. In this case, the engine torque can be increased before the longitudinal G drops, and the shock caused by slip control can be reduced.

The acceleration slip control system of this embodiment, which has shown the above effects, has a high response of ↑1 and a wide control range, so it can reduce shocks caused by acceleration slip control and reduce ice and snow. This device can also be used on low f1 road surfaces such as road surfaces.

Next, the control program of the second embodiment shown in FIG.
]-Explain J yards. The general configuration of the vehicle and the drive control circuit 30 are the same as in the first embodiment.

The outline of the processing for the 7th item - J yard is as follows.

■ First, open the second step [1-21 with the 1st torque valve 14 fully open.
= (step 310).

■ Next, read the operating status (Slap 33 (1).

To read the operating state, determine the subsequent slip control, and perform the second step [I time for torque pulse 14 11:1 i!
Basic data for Il control and ignition time control is 1116
゜■ Next, judge the slip state (J Now (Step 3)
40).

■ The above slip condition judgment is *l! If it is determined that the slip state is exceeded, the second valve 140 is set to a predetermined closing angle fFJ and driven to ON, and the ignition period is set to a predetermined retard angle OBSr +0 [. control (steps 350, 360>).

■ If the slip condition changes from the state in -F note (■) and it is determined in the 11th century (■) that the slip condition is less than the standard slip condition, the ignition 11.1 rule is first advanced by a predetermined angle of 01 steps ( Stella, #150). That is, ignition timing setting value θKFT=/7PiS [+θF minus 01, θK
[■-θBSF-+θF-01. Here, θBS
[is appropriate + 1 ignition ■) rule, 0[ is specified ignition + 1. j II
It is +.

-22= ■ ] After advancing the ignition timing by a predetermined angle of 01 in -note ■, advance the ignition timing by Δ110C1j per hour! (
Step 500). OC is Ai 1 / 3 "Kakut" per hour
It's U. In other words, -1 arrangement■ ignition timing δ2 constant vessel 0K
[Advance the ignition timing by subtracting Δ↑1θC from ■.

However, the advance angle is appropriate ↑) Perform up to 1 ignition period θBSF, and θ
Do not advance the angle beyond BS as this will result in an over-advanced angle.

■ If the drive wheels start accelerating during the advance angle described in (■) above, that is, if the drive wheel rotational speed [time differential value of the decay VWR 9 ridges] is no longer h, the advance of the ignition timing is stopped (step 470). . and 510 to 525).

(1) If the slip condition becomes equal to or higher than the reference slip condition again in the state in which the advance of the ignition timing is stopped in (1) above, the process in (1)--(2) is performed.

■ If the h0 speed (◇WR) of the driving wheel is still negative even if the advance angle of the ignition timing in I. The valve opens Δ↑2θn per medium time (Stezo 470. /
IB0.530.5/10Ijishi570). (On is Koshin 11, 1 minute per block) j Kodashi 2nd class [1
Maximum amount of Tutruval 714 1αO5llr'I N to i
'j le;j te#n j? ;f3' fL le.

s/l 5rll'l N l;1 jffi regular LL
Avoid matching OH.

ff1ll, in the state of ■, the slip state becomes faster again ((If <1 than the slip state, 13 kan 1.1
- The processing described in (2) is performed.

■ The above ■ or φ (1, slip state J,! t
There is a process C that controls the state toward f. As a result,
If the slip state approaches the "base 11" state or the acceleration state decreases and the need for slip control becomes "2", the second slip control is detected.
fully open (steps 370 to 4201 and 3
10 to 320), cノ':iwat), 1st slot 1
If the health valve 10 is quiet, the white timing setting value is appropriate.
(θK[■≦θBSF) and the opening degrees of the second valves 1 to 14 are the difference between the first valve I and the valve 10,
If the state where the valve is not closed (O8≧θto1) continues at 1-2/l-0P or more for a predetermined period of 114 hours, the second throttle valve 14
fully open.

Q The above processes from 1 to 0 are repeated to control the slip state to the reference state, or to fully open the second throttle valve 1/l if no acceleration slip occurs.

Next, this process will be explained in detail.

When the routine shown in FIG. 7 reaches star 1, an initial V rise is performed at step 300. After the initial V-rise, the second throttle valve 14 is turned on in step 310. Fully opening prevents the second throttle valve 14 from creating intake resistance in preparation for starting engine torque reduction control or when slip control is not performed. After opening the valve, the first throttle valve 1
A determination is made in step 320 as to whether or not o is fully closed.

If the determination is rYEsJ, the process moves to step 325;
If it is rNOJ, the process moves to step 330. In step 320, it is determined whether the first throttle valve 10 is fully open, and if it is fully closed, the process returns to step 310.

1st step [-1 Tutorhalb 10 or fully closed/. Step 3 3 011 is a step of reading various operating states, which is executed when -2 is present. The reading is the drive wheel rotation speed V, the driven wheel rotation speed V, and the drive wheel rotation speed fJ.
ffi minute trtt v wn, 1st), II tsul
"Luha) Lt FuIj'dK1θH, J: and Standard White 11, - Ming/7BSF are read respectively.

Based on the above operating state, the slip state (IR) is determined by adding a predetermined rotational speed Mα to v4 (10 or more) at step 340. The slip state is equal to or greater than the reference slip state] (If the above judgment is rYIsl), proceed to step 350 (If 1, proceed to step /130. If the first judgment is "YF:
,S'', execute if tt rus'r two, 7 3
5 0 G. 1. , set the fftl deflection θS of the second torque valve 14 to a predetermined opening degree θN, and adjust the ignition timing settings.
Add 7Kr'T to lsr and predetermined ignition timing θ.
It's a whelk.

This is a step in which J, sea urchin O8, and θ are set to [4] so that the slip state of the product is reduced.

Based on the set amount IQθS of the second throttle pulse 714 determined 8Q in step 350 and the set amount θ of the ignition Jli period, the second step]]Tuttle pulse 1
Driving and control are performed by the Stella 7'360 when the opening degree is set at θS of 4 and the ignition timing is set at θ[1]. After the processing in step 360, the process moves from the closing of the second throttle valve 14 and the retardation processing of the ignition 11.11 period to the processing section for determining the end of the slip 1IllI control. Step 370, which starts the end determination, is a step of determining whether the ignition 15 II set value is appropriate and the ignition time light has reached 11 (θ is [■ is less than or equal to θR8). If the determination is rYEsj, the process moves to step 380, and r N
If it is OJ, the end condition (1 is not filled): the process moves to step 410, and after clearing the end determination timer TS and Δ1, the process moves to step 320. If the end judgment condition eKE■≦OR3F is satisfied, the second stage [1 tour pal 114
The set opening degree θS is 1st] -1!・Judgment whether or not Le Parve 100 ra/7H is higher than f-1<>
') u i11 definite? [YF S J If yes, step J
Move to 39 (-) 1 (L/, F N O, 1, then end line 1'1 or full): If <K, move to step 410 and overturn f-i.

Step 390 +, 1, Stella-7370 OJ, Bi 3
Ending clause 11 of ε30 is both bi! : 5J: If it is (, executed twice. Il of the state where it is full)
, j, the spinning I'fil fixed timer TS is set at the previous step 3.
Δ between 90 fruits (Jli, ~ J+ until the time of use ■)
There is a step to obtain by adding up 1. The step 39
The value to calculate IS to 0 is the predetermined setting n5 between 1 and OPI S1.
It is determined in step 400 whether it is old or old. If the judgment r'NO is +, then the end row a'1 or h1 has been completed.

1YISl (if -, termination clause 11 is satisfied and I
After determining Z, the process moves to step i''/1420, fj, and after clearing TS, and Δ1, the process moves to step 310, where the second slot valve 14 is fully opened.

Therefore, as shown in section f, termination clause i! 1 is 'th2
``II'', if yes, proceed to step 320 and repeat reading and processing of the operating state without fully opening the second throttle valve 14, and if termination condition 1'l is satisfied, Proceed to step 310 and perform the second
After the throttle valve 14 is fully opened, reading and processing of the operating state is repeated.

Next, a description will be given of the opening process of the second 1-1 throttle valve 14 and the advancing process of the ignition timing, which are executed when the slip condition is less than the basic slip condition. The transition to this process is performed when the slip state becomes smaller than the reference slip state (when it is determined 1NO in step 3/10). After this transition, in step 430, it is determined whether the G flag, which determines whether the -C ignition timing is advanced or the second throttle valve 14 is opened, is O or not. If the determination is rYFsJ, that is, there is no need to open the second throttle valve 14, the process moves to step 440, and the second throttle valve 1 is opened from rNOJ.
If it is necessary to open valve 4, the process moves to step 540. The step 140 and below is the part that performs the process of advancing the ignition angle 11), step 540.
The following is the part that performs the process of opening the second stall valve 14.

Step 410 includes Step C to judge and determine the advanced angle state of the ignition timing, and determines point fly > It) 1 of I to be square before [S flag is either 0 or 1.2] The subsequent processing will be determined depending on whether there is one. If the determination is O, the process moves to step 450 (-1); if it is 1, the process moves to step 500, and if it is 2, the process moves to Stellar J360 to determine the subsequent processing.

The above step 450 is a process executed when the slip state becomes less than the base γM - 1, and the judgment step advance angle 01 is subtracted from the ignition 1) period setting value iFT set in the above step 350. The value θK[↑ is 62
This is the step of determining. In the process of step 450, the ignition timing is advanced to θKFT←θBSF+θF−/71−.

After setting the advance angle of the ignition timing, the 1-S flag is set to 1 in step /160, and intrusion steps 500 and 550 are performed.
Clear Δt1 and Δt2 used in . At step 460, "S is set to 1, so that the determination at step 440 will be changed from the next time."

Step 470 to be executed next is to determine whether or not the acceleration of the driving wheels is negative ((c) R is negative), and if the determination is rYEsJ, it is necessary to advance the ignition timing, step 480 If it is no longer necessary to advance the ignition timing from lN0J, the process moves to step 510. In the above, step 480 is performed when advancing the ignition timing is required.
determines whether the ignition timing set value θK "■ is human or not from the appropriate ignition timing θBSE, and if the determination is rYEsJ, that is, it is possible to advance the ignition timing, the process moves to step 490, and rN
If the OJ, that is, the ignition timing cannot be advanced any further, the process moves to step 530. Ignition timing can be advanced (
Step 490, which is executed when θKET>θBSE), is a step that clears the G flag and causes the process to return to step 440 and subsequent steps where the ignition timing is advanced.

1. In step 7160, the flag [Step 500 to be executed when S is determined to be 1] is set in step 450 in step 4/IO because S is 11 This is the step of subtracting Δ1−1θC from θK[■. 1θ(; is the value obtained by multiplying the elapsed time from the previous execution point 14 of step 500 to the immediate point of use by the advance angle θC of the ignition timing per intermediate time.

Therefore, each time step 500 is executed, the ignition timing is advanced by Δ11θC.

Step 510 is whether the ignition timing is advanced or not V1
In step 470, which is a step executed when 4R is negative and 41, the drive wheel is not in a deceleration state (rNOj
) is the step that is executed when it is determined that The step 510 determines whether [1 is a person based on θBSE in θ, and if the determination is r Y IE S J, that J:
If the result is 1NO, the process proceeds to step 525, and the process proceeds to step 525, where the ignition timing setting value θKET is changed to the appropriate ignition timing/7 BSF. ”
Steps 510 and 520 set the ignition timing setting value θ to [■] above the appropriate ignition timing. Step 525, which is processed after execution of step 510 or 520, is a step of setting the flag [S to 2. By setting ``S'' to 2, the processes of steps 450 to 530 are not performed.

If it is determined in step 480 that θK[1>θBSE is not true, that is, if the ignition timing has already reached θBS[, step 530 is executed to open the second throttle valve 14. In order to move the subsequent processing to step 540, the G flag is set, and the ignition timing setting value θ is set to [■ to f) BSE. By executing step 530, the determination in step 430 becomes rNOI, and the process proceeds to step 540 and subsequent steps.

In step 5=10 of determining whether or not it is necessary to open the second throttle valve 14, it is determined whether Ω-R is negative, and this determination is rYFs-1, that is, the second throttle valve 14 If it is necessary to open the valve, proceed to step 550 [
C r N 04 In other words, if it is not necessary to open the second step 1 torque valve 14, a determination is made to proceed directly to step 560.

Step 550 for opening the second slots 1 to 14 (well, step 350 (the second slot with the iron set)) This is a step in which O8 is increased in the direction of opening by adding the value obtained by multiplying the elapsed time Δt2 after execution by the valve opening angle θ0 per intermediate time.This step 550 is a step in which the second throttle valve is opened. It is necessary to open 14 valves and 21 <<r (rNO at step 540 above).
J) or until the slip state becomes equal to or higher than the reference slip state (rNOJ is determined in step 340).

Step 560, which is executed following step 540 or 1;j;
/i - Fukuro ft3. person j1 old Q /) S[II'l
C is there or is it old?
IQ between s[]tsu] and Lupal J1/l/) 5OPI
If it is determined that N or more is 1 (rYI31), 11,
Move to 70 (set O5DPI N to 0S using J), move to platform 1.1, which is set to +11 with l' N (') I, and move to S1 f360 as it is. .S1
Tsu/ri (50, o', bi5701yo, OS l, m
O5OPEN (Example λ-(, 1θSOP[N is the first stage [
]Totlebar 7100 +* /7 N and same review) u
This is the 1st Slatz that does not have a follower set.

1 Slut f, '130 to 1) Process 1 of 70 (Proceeds to step 300 (j) After performing step 300, the opening degree of the second valve, O', and ignition time are determined as described above. J, and O are driven and controlled in step 31.
0 or 320.

The timing diagram of the rule '1' in Figure 7 explained above.
- is shown in FIG. 8 and will be explained.

This second embodiment (Pa C1, if the slip condition of the drive wheel is -11 <2 IJ than the standard), the second embodiment is applied as in the first embodiment.
3 j - Closing and ignition of the valve f1/1 to the main body 11. 'l
The 2Y angle of 1tll is Irjl ft,'Ilko? -T
<Niu(11,'itsu:,% l 20 ). (After 2, the /j method (゛su, ", 11.1 of my friend's 1-f-angle) 1, 1 light + 11 is determined, and the fish size + 1
．． 'l or slut l-shaped 1ll-angular < It,
'＋＋：、! +21). 11.1 Sada-12115
(Ilj to be angled) (1st Act/I (1) As in the previous example, the front and rear of the vehicle will be prevented from collapsing.

1,"ue115 points - [21 or more 11 Ll, if 11
．． 'l IJ ignition 1111 light 4□ 11 ft1 and r
As the resin 1 to torque is increased, the slit l state or the previous tγψ state is 1 (return J6J, the sea control ll L, and the color 1. As a result, the T engine I Hernono's 1. 't1 (' 1111 of the driving wheel: 5j, 1 if you enter the state of l-IQ or 11
Large +1. 'l! III) 1'' 1 corner, 1 circle at the mouth (11, 'i point 12?). This rod 11.1 target 111-Tuesday 11! I Ming's) 11 angles and IVd! ! + 2,1 spelling 31 for the acceleration state of the wheels! The second embodiment of the present invention, in which the corner stop; 'f Iυ1's I
Compared to the first embodiment (J), the t f'+ method (I) allows for more precise control of the vehicle's front and rear 0 1□1<7-.

After the above midwifery earth 21 IJf-i na-) (yj, Mhi 11.1 Apply advance angle of 11 of my rod ↑ 1g sudden fire I+, ~ 1141 to my b drive wheel or acceleration state (J hera If it is good, add the second step 11 714 1t:
'+'t, :, Open valve-J le(1,'t Sada 123
).

= 36 = The chronological second step ['i due to opening of miratol valve 1
-Increase in engine income. Therefore, based on the acceleration state It of the drive wheels, by starting to open the second valve 11 only when the drive wheels are not in the acceleration state, further acceleration of the drive wheels in the acceleration state can be prevented. The fluctuation in longitudinal G of the vehicle is J smaller than in the first embodiment.

Since the second embodiment described above is controlled based on the acceleration state of the driving wheels, the control for increasing the engine torque is performed in more detail than in the first embodiment. Therefore, as a result of the T engine torque control described in detail in line 4', the fluctuation in longitudinal G of the vehicle is reduced. Therefore, the occurrence of shock can be reduced, and even lower I! Prevents unnecessary increase in engine torque when on the road! 1 can be done.

Although not shown, after time T23 there is a slip or base 1.
% condition, the ignition timing becomes the appropriate one-ignition timing rule, and the second throttle valve 140 opens at the first timing.
] i~ becomes the same as the opening surface of the thread valve 10. the result,
This prevents intake resistance when the second throttle valve 14 is fully open and the acceleration slip control is not activated.

[Effects of the Invention] The above-mentioned J, sea urchin, J, report, J? By making it possible to retard the fire timing and control the engine torque in immediate response to the acceleration slip of the drive wheels, the increase or decrease to a predetermined slip state becomes faster. As a result, (1) it is possible to reduce the sagging caused by fluctuations in vehicle front and back zero caused by engine torque effects and engine torque delays;

Furthermore, by controlling the opening and closing of the second throttle valve I, it is possible to widen the range of increase/decrease in engine torque, which can be used, for example, for acceleration slip control on low It road surfaces. become.

As a result, the present invention can perform the 1-adjustment control 11.1 rule 1-control and the 2nd throttle valve control simultaneously and 11 individually, so the shock is small and the response gt4 is high. Since the control range from engine 1 to torque is wide, it is possible to perform slip control that can cope with low μ road surfaces.

Therefore, according to the present invention, it is possible to provide an acceleration slip 1 control device that has a high driving ↑1 and can cope with all road surface conditions.

[Brief explanation of drawings]

FIG. 1 is a basic configuration diagram of the present invention, FIG. 2 is an explanatory diagram of the prior art, FIG. 3 is a basic configuration diagram of the first embodiment, FIG. 4 is a configuration diagram of its drive control circuit, and FIG. 5 is 70- of the first embodiment.
Buyat, Figure 6 is the timing chart, Figure 7 1
．． 1. FIG. 8 is a timing chart of the second embodiment. Ml... Drive wheel M2... Drive wheel speed detection means M3... Acceleration slip detection means M4... Control Means M5...IT Engine M6...Ignition timing control means Ml...Accelerator pedal M8...Intake system M9...First throttle valve Mlo...Second throttle valve -fMll ...
2nd stage [1 Tutorvalzo control 1st stage 1... T engine 9... Accelerator pedal 10... 1st stage 1-1 Tsui ~ Lubar J171... 2nd stage [1 Tutleval J 1B... Ignition neck 20...) Drive wheel 21...Right drive wheel 22...Left idler wheel 23...Right idler wheel 29a...Right drive wheel speed [α1?Nri 29b...Left drive Wheel speed l?Nri 30...Drive control circuit

Claims (1)

[Claims] Drive wheel speed detection means for detecting the rotation speed of the drive wheels; and detection of acceleration slip of the drive wheels using the rotation speed of the drive wheels detected by the drive wheel speed detection means as one parameter. An acceleration slip control device comprising an acceleration slip detection means for detecting an acceleration slip, and a control means for controlling rotation of the drive wheel so as to increase a frictional force between the drive wheel and a road surface based on the detection result of the acceleration slip detection means. The control means controls an ignition timing control means for controlling the ignition timing of the engine, and a second throttle valve provided upstream or downstream of a first throttle valve provided in the intake system of the engine in conjunction with an accelerator pedal. An acceleration slip control device comprising: a second throttle valve control means for controlling a throttle valve;