JPS63110063A - Controller for vehicle - Google Patents

Abstract

PURPOSE:To alarm slip to a driver, and perform the correction control for driving power easily and with high precision by increasing the reaction force for an accelerator operation part, in the correction control for the driving power with the slip degree over a set value. CONSTITUTION:A driving power control unit 5 is constituted of a slip detecting means 10 for detecting the slip degree on the basis of the comparison of each speed of a driving wheel 2 and a trailing wheel 4, driving power control means 11 which receives the output of the slip detecting means 10 and correction- controls the driving power when the slip degree is over a set value, and an accelerating reaction force control means 12 for increasing the reaction force for an accelerating pedal 8 when the driving power is correction-controlled. When the correction-control for the driving power is carried out with such constitution, the reaction force for the accelerating pedal 8 is increased on the basis of the control quantity of a throttle valve 14. Therefore, a driver recognizes the correction control through the increase of the stepping-in force in the stepping-in of the accelerating pedal 8, and the excessive stepping-in of the accelerating pedal 8 over necessary degree is prevented.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a control system for a vehicle that controls the driving force so as to maintain an appropriate degree of slip of the driving wheels with respect to the road surface.

(Prior Art) Conventionally, as shown in, for example, Japanese Unexamined Patent Publication No. 197434/1983, in order to appropriately adjust the degree of slip of the drive wheels with respect to the road surface, the drive wheel speed is adjusted based on the comparison between the drive wheel speed and the drive wheel speed. There are known devices that control the driving force (for example, engine output or braking force) of the engine. In general, this type of driving force control corrects the driving force in a downward direction when the speed ratio between the driving wheel speed and the driving wheel speed becomes larger than a set value.For example, the driving wheel speed is multiplied by a certain coefficient. A slip determination level is set using the slip determination level, and when the drive wheel speed is higher than this determination level, the engine output is corrected and controlled in a downward direction by reducing fuel. Such control prevents the drive wheels from slipping more than necessary during acceleration and the like, making it impossible to obtain good driving performance.

By the way, with conventional devices of this type, even when the driving force is being corrected, the driver is not necessarily aware of this, so the driver may not be able to accelerate according to the accelerator operation. This may give the driver a sense of uneasiness, and there is also a possibility that the accelerator pedal may be pressed down unnecessarily in an attempt to further increase acceleration during correction control. If unnecessary accelerator operation is performed in this way, correction control of the driving force becomes difficult, and the I/O
There have been problems such as III-III errors and deviations in control responsiveness.

(Object of the Invention) In view of the above circumstances, the present invention makes it possible to make the driver aware of this and issue a slip warning when the driving force correction control is being performed, and also facilitates the driving force correction control. The object of the present invention is to provide a vehicle control device that can perform control with high accuracy.

(Structure of the Invention) The present invention provides a slip degree detection means for detecting a slip degree based on a comparison between a driving wheel speed and a driving wheel speed in a vehicle control device that controls a driving force according to a driving wheel slip degree. and a driving force II control stage which receives the output of this slip degree detection means and corrects the driving force by υ1 m when the slip degree is equal to or higher than a set value, and when the driving force is corrected and controlled by this driving force control means. The accelerator reaction force control means is provided to increase the reaction force against the accelerator operation section.

With this configuration, when the degree of slip exceeds a set value and driving force correction control is being performed, the reaction force against the accelerator operation section increases, making the driver aware of this, and increasing the amount of accelerator operation. It is suppressing what happens.

(Embodiment) FIG. 1 shows an outline of the entire driving force control device. In this figure, 1 is an engine, 2 is a drive wheel driven by the engine 1 via a transmission 3, and 4 is a drive wheel. Further, 5 is a driving force control unit composed of a microcomputer, etc., and this driving force control unit 5 includes sensors 6a, 6b, 7a, which detect left and right driving wheel speeds, and left and right driving wheel speeds, respectively. A detection signal from 7b, a signal from an accelerator sensor 9 that detects the operation amount of the accelerator pedal 8, and the like are input.

The driving force control unit 5 includes 1. A slip degree detection means 10 that detects the degree of slip based on a comparison between the drive wheel speed and the drive wheel speed, and a correction control for the driving force when the slip degree is equal to or higher than a set value based on the output of the slip degree detection means 10. This driving force control means 11
The accelerator reaction force control means 12 increases the reaction force against the accelerator pedal 8 when the driving force is corrected till all. In this embodiment, as the driving force 111m, the engine output is set to 111611 by controlling the throttle valve 14 provided in the intake passage 13 of the engine 1 via an actuator 15 such as a step motor, and is controlled by a hydraulic circuit or the like. a
Control vJ mechanism that can brake the left and right wheels according to traffic signals (
(not shown) via the brake control unit 16, braking of the wheels is also controlled. In addition, in order to control the reaction force against the accelerator pedal 8, the hydraulic cylinder 17 supporting the accelerator pedal 8 and the hydraulic pump 18 are connected by an oil supply passage 19 and an oil return passage 20, and the oil return passage 20 has a passage surface v4m. A reaction force adjustment mechanism including a solenoid valve 21 for knotting is provided, and the reaction force is controlled by adjusting the solenoid valve 21 by 111 m, that is, the passage area of the oil return passage 200 is reduced by the solenoid valve 21. The more the reaction force increases.

FIG. 2 shows a specific configuration of the means included in the driving force control unit 5. As shown in FIG. In this figure, the driving force control unit 5 basically calculates the throttle opening according to the operation position of the accelerator pedal using the throttle opening calculating means 22 which receives the output of the accelerator sensor 8, and according to the calculated value, The throttle opening control means 23 outputs a control signal to the actuator 15 for driving the throttle valve. Also, based on the detection value of the slip degree detection means 10 which receives signals from the left and right drive wheel speeds and the sensors 6a, 6b, 7a, and 7b that detect the drive wheel speed, the throttle is opened when the slip degree is equal to or higher than a set value. The degree calculating means 22 calculates the throttle 1lIIrti to be corrected according to the degree of slip, and when the degree of slip of the right drive wheel is a predetermined value of 11 or more, and when the degree of slip of the left drive wheel is more than a predetermined value, , right brake control amount calculation means 24 and left brake -Q'al ffi calculation means 2
5 calculates the brake am for braking the left and right wheels, and sends a corresponding control signal to the right brake control means 26 and the left brake control means 27 in the brake control unit 16.
It outputs to the left wheel braking solenoid valve 28 and the left wheel braking solenoid valve 29 through the.

In this way, the throttle opening calculation means 22, the right brake control amount calculation means 24, and the left brake control weight calculation means 25
These components constitute the driving force control means 11 in FIG. Further, when the throttle opening calculation means 22 determines the correction amount of the throttle opening according to the slip degree, the accelerator reaction force υ control means 12 outputs a signal for controlling the accelerator reaction force according to the throttle opening correction amount (reaction force 1111). The output is made to the solenoid valve 21 of the mechanism.

A specific example of fli control by the driving force control unit 5 will be explained with reference to flowcharts shown in FIGS. 3 to 5.

FIG. 3 shows a routine for calculating the slip ratio (slip degree). When this routine starts, first in step S1, based on the right driving wheel speed TR and the left driving wheel speed TL, [(TR + TL) ÷ 2 ] to find the average vehicle speed, and based on the right drive wheel speed OR and the left drive wheel speed R, calculate [(DR+DL)÷2]
The average driving wheel speed is calculated by calculating. Next, in step S2, based on the ratio between the average driving wheel speed and the average vehicle speed, the average slip ratio is calculated as a percentage by subtracting 1 from this ratio and multiplying by 100. Furthermore, step S
In Step 3, the right wheel slip rate is determined as a percentage based on the ratio between the right side driving wheel speed OR and the average vehicle speed, and the left wheel slip rate is determined as a percentage based on the ratio between the left side driving wheel speed OR and the average vehicle speed. Then, these processes are repeated.

FIG. 4 shows a routine for controlling braking for the right wheel. Although the braking control for the left wheel is not shown in the flowchart, it is performed by the same process as the routine shown in FIG. 4, except for changes such as reading the left wheel slip rate instead of the right wheel slip rate.

When this routine starts, first, in step S11, a timer that determines the repetition period of this routine is reset and started, and then, in step S, the right wheel slip rate is read and its value is set to 5LPCr. Subsequently, in step S13, the first-order differential value 5LPDr of the right wheel slip rate is obtained by subtracting the previous right wheel slip rate 5LPIr from the current right wheel slip rate 5LPCr, and
Add the right wheel slip rate 5LP2r from the previous time to the current right wheel slip rate 5LPCr, and add the previous right wheel slip rate 5LP1.
By subtracting twice r, the second-order differential value 5LPDDr of the right wheel slip rate is determined. Next, in step S14,
It is checked whether the right wheel slip rate 5LPCr is smaller than 10%. If it is smaller than 10%, in step S15, the value BR for determining the right brake target controller is set to O, and then the process moves to step S described below.

When the right wheel slip rate 5LCPr is 10% or more,
In step 81B, integrate the right wheel slip rate 5LCpr &
l]IIlThe integral control correction amount BRi multiplied by the gain 1r,
The above 1g differential (ifisLPDr and proportional control gain 19Pr)
A proportional control correction ff1BRp is obtained by multiplying the above 211 differential value 5LPDDr by a differential control gain IDr. Furthermore, in step Sv,
IBR, which determines the right brake target control ll, is added to the above-mentioned correction amounts BRi and BRp.

Update the value to include BRd. Then, step S18
I updated the above! It is checked whether ImBR is greater than O, and when the determination result is YES, the process moves to step 81g and the above-mentioned updated (EIBR is output as the right brake target control slip).The determination result in step 31g is NO.
If so, the process moves to step 81g via step ST5.

Following step S19, in step S20, for the value of the right wheel slip rate, 5LP1r is changed to 5LP2r, and 5L
After each PCr is replaced with 5LPIr, in step 821, the timer of 10m5 times out, and then the process returns to step S11.

FIG. 5 shows a routine for controlling the throttle opening degree and controlling the reaction force against the accelerator pedal. When this routine starts, first in step S31,
A timer that determines the repetition period of this routine is reset and started, and then in step S32, the average slip ratio is read and its value is set to 5LPC. Next, in step 833, the 1Wi differential value 5LPD of the average slip rate is obtained by subtracting the previous average slip rate 5LPI from the current average slip rate 5LPC, and the average slip rate 5L from the time before the previous time is calculated from the current average slip rate 5LPC.
By adding P2 and subtracting twice the previous average slip rate 5LP1, the second derivative of the average slip rate 5LPD is obtained.
Find D. Next, in step 834, the average slip rate is 5L.
It is checked whether or not PC is smaller than 6%, and if it is smaller than 6%, the control WITH in the closing direction of the throttle valve 14 is set to O in step 835, and then the process moves to step S3a, which will be described later.

When the average slip ratio 5LPC is 6% or more, in step S36, the integral control correction amount obtained by multiplying the average slip ratio 5LPC by the integral control gain It and the first-order differential value 5LP are calculated.
This control is achieved by adding the proportional control correction amount obtained by multiplying D by the proportional @ control gain pt and the differential control correction amount obtained by multiplying the second-order differential value 5LPDD by the differential gain 11Dt to the throttle valve control amount TH. Update DITH. Then, in step S37, it is checked whether the updated control ff1TH is smaller than O, and if the determination result is YES, the process moves to step 33+5 via step 335, and step S
If the judgment result in step 37 is NO, proceed directly to step 8.
Move to 3a.

In step 83a, the current accelerator position AC is read,
Subsequently, in step 839, a value THo that determines the target throttle opening is determined by subtracting the control 01TH from the accelerator position AC. Next, in step S4o, it is checked whether the value THo is smaller than O, and if the determination result is YES, the value THo is set to 0 in step S41.
After that, proceed to step S42, and step 840
The judgment result was N.

If so, the process directly advances to step S42.

Step S42 performs processing as the accelerator reaction force control means 12, and calculates a target accelerator reaction force from the control amount TH, and accordingly adjusts the passage area of the oil return passage 20 of the reaction force adjustment mechanism to 11111. A signal is output to the solenoid valve 21. In this case, the relationship between the above control 0ffiTH and the zero acceleration accelerator reaction force is shown in Fig. 6 (
Set as shown in a), that is, the target accelerator reaction force is
control! When JIT H is O, it becomes 0 and control 1ffl
As TH increases, the control ff1T increases.
The setting is made so that when H increases beyond a certain level, it becomes the maximum value. Furthermore, the relationship between the target accelerator reaction force and the control wil output to the hydraulic solenoid valve 21 of the reaction force adjustment mechanism is as follows.
The settings are made as shown in Figure (b), that is, when the target accelerator reaction force is O, the oil return passage 20 is completely closed, and as the target accelerator reaction force increases, the passage area of the oil return passage 20 is made smaller. Set. and,
By storing these relationships in the memory in advance as a map, they are determined in accordance with the zero control port of the throttle valve determined in step S36.

Next, in step S43, the value THo obtained in step S39 is set as the target throttle opening, and a throttle valve control signal corresponding to this target throttle opening is output. Then, in step 844, 5LP1 is replaced with 5LP2 and 5LPC is replaced with 5LP1 for the value of the average slip ratio, and in step 845, after waiting until the timer of 10 ms times out, step 831
Return to

According to the control shown in the above flowchart, when the average slip rate exceeds the set value (6%), step 83
Through the calculations in step S 6 and step 839 and the corresponding process in step S 43, the throttle opening is reduced and the engine output is controlled to decrease, and the slubbing ratio of the right or left wheel is set to a predetermined value (10%). ) or more, the braking for each is controlled,
As a result, the driving force is corrected and controlled so that the slip ratio is appropriately adjusted even during acceleration.

Furthermore, when such driving force correction control is being performed, the throttle valve control t determined in step 33B is
Based on the amount l, the reaction force against the accelerator pedal is increased in the process of step S42.

Therefore, when the driver depresses the accelerator pedal during acceleration etc., if the slip ratio increases and correction control of the driving force is started, at that point the above correction υ1 @ increases due to the increased resistance to the depressing force. Be able to recognize the start. In addition, since the increase in the reaction force prevents the accelerator pedal from being depressed unnecessarily, the correction 1l described above is prevented.
illv! The ¥111ffi in a does not change significantly due to changes in the accelerator position, and stable control is performed.

Note that the control of the driving force when the degree of slip exceeds a set value is not limited to the control of the throttle opening degree or the control of the braking force shown in the above embodiments, but may be performed by controlling the fuel injection amount or the like.

(Effects of the Invention) As described above, the present invention corrects and controls the driving force in the direction of decreasing when the degree of slip of the driving wheels exceeds a set value, and at the time of the correction control of the driving force, the accelerator operation unit υ) is controlled to increase the reaction force to By suppressing this, it is possible to prevent errors in the correction control and delay in response to occur due to accelerator operation, thereby increasing the accuracy of the correction control.

[Brief explanation of the drawing]

FIG. 1 is a schematic diagram of a device showing an embodiment of the present invention, FIG. 2 is a block diagram of a control section, FIGS. 3 to 5 are flowcharts showing specific examples of control, and FIGS. 6(a) and (b) FIG. 2 is an explanatory diagram showing the relationship between the control amount of the throttle valve and the target accelerator reaction force, and the relationship between the target accelerator reaction force and the solenoid valve control ill. 1... Engine, 2... Drive wheel, 4... Drive wheel,
5... Driving force control unit, 8... Accelerator pedal, 9... Accelerator sensor, 10... Slip degree detection means, 11... Driving force control means, 12... Accelerator reaction force 1IJtll1 means , 14... Throttle valve, 1
7... Hydraulic cylinder, 21... Solenoid valve for accelerator reaction force adjustment. Patent applicant Mazda Co., Ltd. Agent
People Patent Attorney Etsushi Kotani
Patent Attorney Chief 1) Masamukai Patent Attorney
Yasuo Itaya A3 figure [J A5 612] (lt)

Claims (1)

[Claims] 1. In a vehicle control device that controls driving force according to the degree of slip of a drive wheel, a degree of slip detection means detects a degree of slip based on a comparison between a driving wheel speed and a driving wheel speed, and this slip degree detection means a driving force control means that corrects and controls the driving force when the degree of slip is equal to or higher than a set value in response to the output of the driving force, and increases a reaction force against the accelerator operation unit when the driving force is corrected and controlled by the driving force control means. 1. A vehicle control device comprising: an accelerator reaction force control means for controlling an accelerator reaction force.