KR910004600B1 - Traction control apparatus for vehicle engine - Google Patents

Abstract

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Description

Driving force control device for vehicle engine

1 is a graph showing the relationship between the slip roll and the friction of the road surface of the tire.

2 is a graph showing A / N from the relationship between engine torque and engine speed.

3 is a graph showing the relationship between the wheel speed _Vw and the time indicating the control method of the present invention.

4 is a block diagram showing a first embodiment of the present invention.

5 is a flowchart of the first embodiment

FIG. 6 is a graph showing changes in wheel speed V _w , output reduction, and output torque over time of the first embodiment. FIG.

7 is a graph showing the relationship between the output rate K ₀ and A / N of the first embodiment.

8 is a block diagram showing a second embodiment of the present invention.

9 is a flowchart of the second embodiment.

FIG. 10 is a graph showing changes in wheel speed V _w and output reduction in the second embodiment with time. FIG.

11 is a map in which the relationship between the command value Q, A / N and output is K in the second embodiment.

12 is a flowchart of a third embodiment of the present invention.

FIG. 13 is a graph showing changes in wheel speed V _w and output loss with time in the third embodiment. FIG.

14 degrees graphs showing changes with time of a fourth embodiment of the wheel speed V _w, the output reductions of the present invention.

15 is a flowchart of a fourth embodiment.

16 is a block diagram showing a fifth embodiment of the present invention.

17 is a flowchart of a fifth embodiment.

18 is a map for obtaining the throttle opening degree θ from the target torque T _OM and engine speed N of the fifth embodiment.

FIG. 19 is a map showing the ratio of dimming, ignition perception, and two-cylinder fuel cut from the relationship between the output rate K ₀ , the reduction rate, and the engine output rate in the fifth embodiment.

* Explanation of symbols for main parts of the drawings

11-14: Wheel speed sensor 17: Traction control means

18 engine control means 19 ignition device

20: speed sensor 21: intake air volume sensor

I: Injector 23: Standard vehicle speed setting means

24: output rate calculation means 26: selection means

34; Step Motor 35: Throttle Valve

The present invention relates to driving force control of an engine for preventing wheel slip during acceleration.

When a slip device for acceleration such as a slippery road surface or an oscillation of a vehicle equipped with a large output engine is performed by controlling the engine output, in order to stop the slip early during slip detection, a significant reduction in engine output To recover the engine output when the slip amount is less than or equal to the predetermined amount, or the differential value of the drive wheel speed becomes less than or equal to the predetermined value (method A), and to recover the engine power slowly to smoothly control the method (method B). ), And a method of slowly suppressing the slip of the vehicle (method C: Japanese Patent Laid-Open No. 61-115729).

However, in the method A, the engine power is restored soon after the slip is stopped, and therefore, the slip is generated immediately. In method B, it takes too long to recover the engine output once fallen to its optimum value, resulting in a loss of acceleration. In addition, in Method C, a lot of time to sleep, poor controllability.

The present invention is to solve the above inconveniences, to suppress the engine output in two stages. That is, the first step outputs a command A for greatly reducing the engine output to the engine's output control means so as to reduce the slip of the wheel in a hurry. Next, in the second step, the friction coefficient between the road surface and the tire is applied. The engine output is given as command B.

Hereinafter, the above-described way of thinking will be described in detail.

와의 관계는First, the friction coefficient between the tire and the road surface has the characteristics shown in FIG. 1 for the slip roll. In addition, the driving torque Te that the engine output of the vehicle gives to the tire, the road torque Tr that the tire shears on the road surface, and the rotation torque of the tire

Relationship with

=T_e-T_r……………………………………………………… (1)

= T _e -T _r ... … … … … … … … … … … … … … … … … … … … … (One)

Tr = μWR

I: moment of inertia of tire rotation

W: Sharing load to tire

R: tire radius

W: rotation angle of tire

로되어서, 타이어의 회전이 가속되어 슬립을 크게해서, 비안정영역을 제 1 도④→⑤로 나아간다. 이에 의해 μ는 작아지고, 슬립률은 증가하여, 노면토오크 Tr도 작게되고, 차체의 가속력도 작아진다.In the stable region of FIG. 1, road surface torque Tr may also increase with increasing driving torque Te, so that a sudden change in W does not occur. Usually, the drive torque Te is increased or decreased within this safe area. However, when the maximum value of μ is small on a slippery road surface, or in a vehicle having a large output engine, slip proceeds due to excessive driving torque, thereby entering the unstable region of FIG. That is, the road torque is Tr = μWR and also follows the μ-slip roll curve of Fig. 1, so that the driving torque can be increased in the ranges of Figs. none. So Te> Tr, so Te-Tr

As a result, the rotation of the tire is accelerated to increase the slip, and the unstable region proceeds from the first drawing ④ to ⑤. As a result, mu becomes small, the slip ratio increases, road torque Tr also decreases, and the acceleration force of the vehicle body also decreases.

By the way, in slip prevention control (traction control), it is necessary to detect slip and to control driving torque Te, and to suppress slip between (2) and (3) of FIG. In addition, it is necessary to suppress the slip that occurred once quickly. If it is in an unstable region for a long time, the friction coefficient in the lateral direction is small, and the maneuverability becomes undesirable.

을 얻을 필요가 있다. 그러나, 이와같이 구동토오크 Te를 감소시켜서, 슬립이 없어졌을때에, 구동토오크Te의 회복이 지연되면, 안정영역이지만 제 1 도의 ①의 점까지 가버리게되어 노면토오크 Tr를 충분히 얻을수없게 된다. 그리고, 여기서 빨리 노면토오크 Tr를 얻을려고 엔진출력을 크게해서 구동토오크 Te를 빨리증대시켜면, ③의 점을 곧 넘어버린다.Thus, in order to solve this problem, the driving torque Te <

I need to get However, when the driving torque Te is reduced in this way and the slip is lost, if the recovery of the driving torque Te is delayed, the stable torque is lost to point 1 in Fig. 1, and thus the road torque Tr cannot be sufficiently obtained. If the engine output is increased to obtain the road torque Tr as soon as possible, and the driving torque Te is increased quickly, the point of ③ is immediately skipped.

Thus, in the present invention, the μ of the vicinity of ② is estimated from the wheel speed during slipping, the engine output is controlled to be at the point of ② immediately when the slip is stopped, and the driving torque is gradually increased from here. It is a stable area of 3 and the time for which the road torque stays in a large range is extended to achieve both acceleration and maneuverability improvement.

By the way, the following describes the estimation method of μ.

는 부로된다. 따라서, μ에 비례한 노면토오크Tr는Μ of ② is estimated from μ of Figs. In other words, when slip occurs and slip ratio increases from ③ to ⑤, and the engine output is reduced to drive torque T _e0 to solve this problem, in ④, Te <Tr in the formula (1).

Becomes wealth. Therefore, the road torque Tr proportional to μ is

…………………………………………………… (2)T _r = μWR = T _eo -

… … … … … … … … … … … … … … … … … … … … (2)

T _e0 is the driving torque when traction control is not performed. If Te · ρ is the gear ratio and the output rate is K ₀ by traction control,

T _eo = K ₀ , T ₀ = K _0ρ T ₀ . … … … … … … … … … … … … … … … … … … … … … (3)

T ₀ is linearized from the graph of the engine speed N _E -engine torque T _E shown in FIG.

Here, a and b are integers, and A / N are engine loads, and the intake air amount A / engine speed N is calculated.

Therefore, the road torque T _r from the formulas (2), (3) and (4) is

는 구동륜의 변화속도이며, 구동륜속도와 차체속도의 차로부터 구할수 있다. 또한, 이

를 검출하는 타이밍은 슬립감소중에서 구동토오크의 회복이 슬립이 멈출때까지 행하여지도록 엔진출력의 응답성을 고려해서 결정할 필요가 있다. 예를들면,

〈0이고 또한 슬립량 DV가 소정치로 되었을 때, 또는 슬립중의 DV의 최대치 DVmax에 대해서 DV=DVmaxX 소정비율이고 또한

〈0으로 되었을 때도 해도된다.Here, A / N is calculated by the engine output control means to determine the fuel molecular weight at all times. In addition, Ko is a value already determined.

Is the change speed of the drive wheel, and can be obtained from the difference between the drive wheel speed and the body speed. Also, this

It is necessary to determine the timing of detecting the engine in consideration of the responsiveness of the engine output so that the recovery of the drive torque during the slip reduction is performed until the slip is stopped. For example,

&Lt; 0 and the slip amount DV becomes a predetermined value, or is DV = DVmaxX predetermined ratio with respect to the maximum value DVmax of DV in slipping and

You may also be when it becomes <0.

By the way, the ratio between the drive torque T _r at the time of recovery and the output torque To when the drive force control is not performed is the power factor K1 of the engine for obtaining the drive torque T _r , (3), (4), (5 From

〈0이고 또한 슬립량(구동륜속도와 차체속도의 차) DV가 소정치로 되었을 때, 또는 슬립중의 DV의 최대치에 대해서 소정비율의 DV이고 또한

〈0일 때의 타이밍으로

(DV)를 검출하고, (6)식의 연산을 행하여 엔진을 출력률 K1로하는 지령 B를 엔진출력제어수단에 지령하는 것이다. 또 구동륜의 회전변동등으로

를 구하기 힘들 경우, 그 영향을 적게하기 위하여 슬립감소중의 슬립량의 적분치로 노면토오크 Tr을 구할 수 있다.That is, when slippage of the drive wheel is detected, command A is sent to the engine output control means to immediately set the engine power factor Ko, and then, for example,

&Lt; 0 and the slip amount (difference between driving wheel speed and body speed) DV becomes a predetermined value or is a DV of a predetermined ratio with respect to the maximum value of DV in slipping and

At a timing of <

(DV) is detected, and operation (6) is performed to instruct the engine output control means of a command B for setting the engine to the output rate K1. The rotation of the drive wheels

If it is difficult to obtain, the road torque Tr can be found as an integral of the slip amount during slip reduction in order to reduce the influence.

First, the slip amount S during the decrease (FIG. 1 ⑤ → ③) is a part of S _A shown in FIG. 3 (A),

(7) from (1)

〈0이고 또한 슬림량 DV가 소정치 V_th2으로 되었을때의 값이고 일정치이므로 (8)식은W ₀ is the maximum value of the driving wheel speed Vx as shown in FIG. 3 and is almost constant in various experiments, and W ₁ is

<8 and the value when the slim amount DV becomes the predetermined value V _th2 and is a constant value

The torque Tr delivered to the road surface during reduction from equations (3), (4) and (8) is

Here, S is obtained hameuroseo the difference DV between the wheel velocity Vth1 is determined that the driving wheel speed V _w and the vehicle body speed V _B or sleep starts integration.

Therefore, the engine power required to obtain the required drive torque Tr when the slip is stopped is K1.

〈0이 슬립량(구동륜속도 Vw와 차체속도 또는 슬립이 시작하였다고 판단되는 차륜속도 V_th1와의 차) DV가 소정치로 되었을 때, 또는 슬립중의 DV의 최대치에 대해서 소정비율의 DV이고 또한

〈0일때의 타이밍으로 (11)식의 연산을 향하여 엔진을 출력률 K1로 하는 지령 B를 엔진출력제어수단에 지령하는 것이다.That is, when slippage of the drive wheel is detected, command A is sent to the engine output control means so as to immediately set the engine power factor K ₀ .

<0 is the slip amount (the difference between the drive wheel speed Vw and the vehicle speed or the wheel speed V _th1 at which the slip is judged to have started) _when DV becomes a predetermined value, or is a DV having a predetermined ratio with respect to the maximum value of DV during slipping.

At the timing of &quot; 0 &quot;, the command B for commanding the engine to the output rate K1 is directed to the engine output control means toward the calculation of equation (11).

Therefore, when slip occurs, first, a small engine output rate K ₀ is given to the engine output control means as the command A for the engine output requested by the accelerator pedal, the engine output is greatly reduced, and the slip is stopped quickly. In addition, since the engine output control means K ₁ which can obtain the road surface torque Tr larger than K ₀ is given to the engine output control means, when the slip is stopped, sufficient engine power for driving the wheels is obtained, so that the vehicle smoothly slips. Accelerated without occurrence.

Hereinafter, the first embodiment of the present invention will be described with reference to FIG. 3 using FIGS. 4 to 7.

In FIG. 4, the left front wheel speed sensor 11 is installed on the left front wheel of the front wheel drive vehicle to detect the wheel speed of the same wheel, and the right front wheel speed sensor 12 is installed on the right front wheel. In other words, the wheel speed of the driving wheel is detected. The left rear wheel speed sensor 13 is installed on the left rear wheel which is the driven wheel to detect the wheel speed of the same wheel. The right rear wheel speed sensor 14 is provided on the right rear wheel to detect the wheel speed of the same wheel.

The averaging circuits 15 and 16 are connected to the front wheel speed sensors 11 and 12 and the rear wheel speed sensors 13 and 14, respectively, and averaging the outputs of the two input wheel speed sensors. The front wheel speed (drive wheel speed) Vw and the rear wheel speed (drive wheel speed, body speed) V _B are calculated. The traction control unit 17 receives the front _and rear wheel speeds V _W and V _B from the average circuits 15 and 16, performs the calculation and judgment indicated in the flowchart art of FIG. 5, and outputs the command A and the command B. It is. Engine output control means 18 is the engine speed sensor 20, the intake air amount sensor 21, a not-shown temperature sensor, a crank angle Senso, a vehicle speed sensor off (not shown) engine receives the output of the jaekteo, I ₁ calculating the injection time, the injection timing of ~I ₄ and output the drive signal to the injector I ₁ ~I _4, and further outputs an ignition timing signal to the ignition device 19, and also the traction control means (17), a / N Outputs a signal (A = intake air quantity, N = engine speed).

Next, the operation will be described.

를 연산한다. 이 슬립량 DV는 V_w-V_th1에 의해 산출되는 것이다. 또, 식중의 V_th1은 구동륜인 앞차륜속도 Vw가 트랙션제어를 행하여야할 값인지 아닌지를 판단하기 위한 트레숄드치이며 뒤차륜속도 V_B에 소정치를 가산해서 설정되고, 뒤차륜속도 V_B및 앞차륜속도 Vw와의 관계를 제 6 도에 도시한다.When the vehicle starts, the wheel speed sensors 11 to 14 output the output signals V _fl , V _fr , Vrl and Vrr corresponding to the wheel speeds to the average circuits 15 and 16, respectively. The average circuits 15 and 16 average the values of the left and right wheels, and output the front wheel speed V _w and the rear wheel speed (body speed) V _B to the traction control means 17. If the road surface is in a slippery state such as a snowy road or an icy road, the front wheel speed Vw rapidly rises as shown in Fig. 6 to start idle. As shown in Fig. 5, the traction control means 17 first determines the slip amount DV and the derivative D of the equal slip amount in step A1.

Calculate This slip amount DV is calculated by V _w -V _th1 . In addition, V _th1 of the formula is a drive wheel of the front wheel speed Vw is set by adding a tray shawl deuchi and after a predetermined value to the wheel speed V _B for determining whether or not the value to be carried out a traction control, rear wheel speed V _B And the relationship with the front wheel speed Vw are shown in FIG.

〉0이면 슬립이 증가하고 있는 것을 표시한다. 즉 제 5 도의 스텝 A2에서는 앞차륜속도 Vw가 드레숄드치 V_th1을 초과함과 동시에 슬립량 DV가 증가하고 있는 것을 트랙션제어를 개시하기위한 조건으로써 서정하고, 이와같은 개시조건이 만족된 경우에는 스텝 A₃로 나아가며, 만족되지 않은 경우에는 스텝 A₁으로 되돌아가는 것이다. 상기 스텝 A₂에서, 앞차륜속도 Vw가 상기 개시조건을 만족하는 상태로될때까지의 변화는 제 6 도에 표시한 바와같다. 즉, 미끄러지기쉬운 노면에 있어서의 발전시에는 앞차륜속도 Vw가 증대해서 도면중의 시각 t₂에서 드레숄드치 V_th1을 넘은후, 시각 t₃까지의 사이 계속하여 증가한다. 따라서 상기 시각 t₂에 있어서 앞차륜의 슬립상태가 상기 개시조건을 반족하여, 제 5 도의 스텝 A₂로부터 스텝A₃로 제어를 이행한다. 그리고 동스텝 A3에서는 제어의 이력(履歷)을 표시하는 변수 n의 초기치를 0으로 설정하는 동시에, 후단의 스텝에서 사용하는 스립량적산치 S_n의 초기치인 S_-1의 값을 0으로 설정한다.As apparent from the DV calculation formula, when the slip amount DV is DV &gt; 0, it indicates that the front wheel speed Vw exceeds the threshold value V _th1 , and D

> 0 indicates that slip is increasing. That is, in step A2 of FIG. 5, the front wheel speed Vw exceeds the threshold value V _th1 and the slip amount DV is increased as a condition for starting the traction control, and when such a start condition is satisfied, The process then advances to step A ₃ , and when it is not satisfied, the process returns to step A ₁ . In the above step A ₂ , the change until the front wheel speed Vw becomes a state satisfying the start condition is as shown in FIG. 6. In other words, during power generation on the slippery road surface, the front wheel speed Vw increases, exceeds the threshold value V _th1 at time t ₂ in the figure, and continues to increase from time t ₃ . Therefore, the slip condition of front wheels according to the time t ₂ banjok the start condition, the control proceeds to Step A ₃ from Step A ₂ of claim 5 degrees. In step A3, the initial value of the variable n, which indicates the history of control, is set to 0, and the value of S- ₁ , which is the initial value of the slip amount integration value S _n used in the next step, is set to 0. .

〈0인지 아닌지를 판정하지만 제 6 도의 시각 t₂의 직후의 경우에는 상기 지령 A가 출력된 뿐이고 엔진의 출력저감이 충분히 행하여지고 있지 않기 때문에 앞차륜속도 Vw는 여전하게 증가중이며, D

〈0로는 되지않으므로 스텝 A₆의 판정은 "NO"로 되어 스텝 A₁₁로 나아간다, 스텝 A11에서는 D

〈0 또한 DV〈r인지 아닌지를 판정하지만 상기와 같이 처음동안은 DV〈0 또한 DV〈0이기 때문에, 판정은 "NO"로 되어 스텝 A₂₁로 나아가고, 재차 스립량 DV 및 그미분치 DV을 연산해서 스텝 A₄로 복귀한다. 또한 상기 스텝 A₁₁에 있어서의 r는 엔진출력을 크게 저감시키는 지령 A로부터 엔진출력을 타이어와 노면과의 마찰계수에 따라서 제어시키는 지령 B로, 엔진출력제어수단에 대한 엔진출력의 저감지령을 절환하기위한 드레숄드치 V_th2의 설정에 사용하는 소정치(예를들면 5㎞/h)이며, 동 V_th2는 상기 드레숄드치 V_th1에 상기 r를 가산하므로서 설정된다. 그리고 제 5 도의 스텝 A₂₁으로부터 스텝 A₄로 진행한후의 제어의 설명으로 돌아가면, 상기한 바와같이 스텝 A₄에서 A/N으로부터 엔진출력률 K₀를 구하고, 스텝 A₅에 있어서 상기 K₀를 지령 A로서 엔진출력제어수단(18)에 출력하여 엔진출력을 크게 저감한다.The engine used from the 7 degrees K ₀ -A / N curved surface further to Step A _4, on the basis of the A / N value input from the engine output control means 18 as the command A for greatly reducing engine power Find the output K ₀ . In the next step A ₅ , the traction building means 17 outputs the K ₀ as the command A to the engine output control means 18. Then, the engine output control means 18 multiplies the fuel injection amount (fuel injection time) F ₀ calculated by the input signals from various sensors F ₀ with the above K ₀ , thereby correcting (reducing) the fuel injection amount F (= K ₀ · F Calculate ₀ ) and drive (valve open) the injector I according to the fuel injection quantity F. Therefore, the output corresponds to the reciprocal 1 / K ₀ K ₀ of the reductions in the engine output by the command A. Proceeding from Step A ₅ to Step ₆ , D

It is determined whether &lt; 0, but immediately after the time t ₂ of FIG. 6, the front wheel speed Vw is still increasing because the command A is output only and the engine output is not sufficiently reduced.

<Roneun is not 0 is determined at the step A ₆ is a "NO" proceeds to the step A _11, at step A11 D

<0, and it determines whether or not the DV <r, but since the first over as above DV <0, and DV <0, the determination is set to "NO" the DV proceeds to the step A _21, again scan ripryang DV and its differential value operation to be returned to the step a _4. In addition, switching the lowering command of the engine output for a command B, the engine power control means for control along the engine output from the command A to greatly reduce the r is the engine output in said step A ₁₁ in the friction coefficient between the tire and the road surface It is a predetermined value (for example, 5 km / h) used for setting the threshold value V _th2 to be described, and V _th2 is set by adding the r to the threshold value V _th1 . And Returning to the description of the control after the proceeding to Step A ₄ from the 5 degrees of step A _21, to obtain an engine output rate K ₀ from the A / N in step A _4, as described above, the K ₀ in step A ₅ Is output as the command A to the engine output control means 18 to greatly reduce the engine output.

〈0로 된다. 따라서 상기 시각 t₃이후는 제 5 도의 스텝 A₆에 있어서 D

〈0의 판정이 "Yes"로 되고, 스텝 A₇으로 나아간다. 동 스텝 A₇에서는 슬립량 DV의 변화가 감소상태로된후의 슬립량 DV의 적산치가 산출된다. 처음으로 동스텝 A₇으로 나아간 경우에는, 먼저 스텝 A₃에서 제어이력을 표시하는 변수 n의 값을 0으로 설정하고 있으므로, 슬립량 적산치 S_n은 S₀로 되고 S_n-1은 S_-1로 된다. 또 S_-1은 먼저 스텝 A₃에서 값이 0으로 설정되어 있으므로 처음으로 동스텝 A₇으로 나아간 경우 S_n(=S₀)=DV로 된다. 또한 다음에 재차 스텝 A₇으로 나아간경우는 전회의 슬립량 적산치 S_n-1에 금회산출한 슬립량 DV를 가산해서 금회의 슬립량 적산치 S_n을 산출한다.After the vehicle starts to start, the control as described so far is performed by the traction control means 17, so that the change in the road torque Tr that the engine transfers to the tire and the road torque Tr the tire transmits to the road surface is shown in FIG. As shown. That is, when oscillation starts at time t ₁ , the driving torque Te and the road torque Tr gradually increase, but at a time between the times t ₁ and t ₂ , the driving torque Te exceeds the road torque Tr and slips in the front wheel. do. After that, the surface torque Tr decreases due to the slip, while only the driving torque Te continues to increase. If the front wheel speed Vw increases due to the slip and exceeds the threshold value V _th1 , and the traction control is started at time t ₂ , the command A is outputted to the engine output control means 18 and the engine output is drastically reduced. The torque Te starts to decrease, and at the time between the times t ₂ and t ₃ , the driving torque Te is less than the road surface torque Tr. The front wheel speed Vw gradually decreases with increasing drive torque Tr, so that the change in time t ₃ changes from increasing to decreasing. In this way, after the engine output is sufficiently reduced and the time t ₃ is reached, the front wheel speed Vw begins to decrease, and the derivative amount of the slip amount DV is D.

<0. Therefore, the time t ₃ after the D according to claim 5 degrees Step A ₆

<0 is determined in a "Yes", proceeds to step A _7. A ₇ In the same step is calculated integration value of the slip amount DV after the change in the slip amount DV as the reduced state. When proceeding to the same step A ₇ for the first time, since the value of the variable n indicating the control history is set to 0 at step A ₃ first, the slip amount integrated value S _n is S ₀ and S _n-1 is S _{−. It} becomes ₁ . In addition, since S _-1 is set to 0 at step A ₃ , S _n (= S ₀ ) = DV is obtained when proceeding to step A ₇ for the first time. In addition, if the re-naahgan step A ₇ next calculates the amount of integrated value S _n of the current time plus the slip by the slip amount DV calculated current time to the amount of integrated value S _n-1 the previous slip.

Next, if the surface further to a step A _8, a determination of whether S _n <0 with respect to the integrated value S _n of the slip amount DV calculated in the above Step A ₇ for the first time as a single line one above naahgan to step A8, S _n it is (S0) = DV and _{S n (= S 0)>} 0 so that a slip occurs in the front wheels, that is after the state of the S _n> 0 even when the slip amount DV accumulated for a short time goes on. Thus, the step A ₈ in the S _n <0 is not panjyeong to be moving in Step A ₁₀ increase the value of n goes to a step A _11. In addition, S _n is used to calculate the road surface torque Tr at the time of slip occurrence. When S _n <0, slip is not generated. If S _n becomes a negative value for some reason, From step A ₈ to step A ₉ , the value of Sn is replaced with zero. In step A ₁₁ , as described above, it is determined whether DV <0 or DV <r, but when the time has not elapsed since the time t ₃ of FIG. 6, the front wheel speed Vw is larger than the threshold value V _th2. Since V _th2 = V _{th + r} and DV = V _w -V _th1 , DV (= V _w -V _{th2 + r} )> r. Therefore, the determination of the step A ₁₁ is carried out the control of the same repeatedly returns to the step A ₄ via the "NO" rodoe high, and a step A _21.

When the front wheel speed Vw decreases due to the repetition of the control and falls below the threshold value V _th2 at time t ₄ in FIG. 6, the determination in step A ₁₁ in FIG. 5 is “Yes”, and the step A _{12 is performed.} Control is advanced. A step ₁₂ calculates the cost value by adding the slip amount DV slip amount accumulated in this S _n calculated this time to the previous slip amount integrated value S _n-1. Incidentally, the integrated value S _n of the slip amount DV calculated in the steps A ₇ and A ₁₂ indicates the area of the portion surrounded by the curve of the front wheel speed Vw and the straight line of the threshold value V _th1 in FIG. The area is represented by the seventh equation. Therefore, in the sleep generation state is a road surface torque Tr, the output of the engine for obtaining a drive torque Te does not exceed the road surface torque Tr, since available on the basis of the S _n as described above, K ₁ wherein S _n Can be obtained by Thus, when the flow proceeds from the step A ₁₂ to the step A ₁₃ , the A / N is read from the engine output control means 18, and in step A ₁₄ , K ₀ , which is obtained in steps A ₄ , A ₁₂ , and A ₁₃ , respectively. Using S _n and A / N, a value of the engine power factor K ₁ is obtained based on the eleventh equation. The dynamic power factor K ₁ is to obtain the engine output according to the friction coefficient between the tire and the road surface as described above, and is output from the traction control means 17 to the engine output control means 18 as a command B in a later step. .

From step A ₁₄ to step A ₁₅ , it is determined whether K ₁ &gt; 1 or not, but at time _n between time t ₄ and time t ₅ in FIG. 6, S _n is S _{A in} FIG. Since K ₁ corresponds to K ₁ &lt; 1, the determination of step A ₁₅ is &quot; NO &quot;. Therefore, after then reset the timer for a track illustration termination determination control proceeds to a step A ₂₃ proceeds to a step A _17. In step A ₁₇ , the output rate K ₁ is output to the engine output control means 18, and the engine output control means 18 calculates the fuel injection amount (fuel injection period) F ₀ calculated on the basis of input signals from various sensors. The actual fuel injection amount F ₀ = K ₁ · F ₀ is calculated by multiplying the power factor K ₁ by the above, and the injector I is driven (valve open) according to the same fuel injection amount F. Therefore, the inverse 1K ₁ of K ₁ corresponds to the amount of reduction in engine output by command B.

As described above, the reduction of the engine output by the step A ₁₇ is started as the control proceeds from step A ₁₁ to step A ₁₂ for the first time at time t ₄ in FIG. 6. Therefore, as shown in FIG. 6, the change of the engine output reduction amount is large by the command A from the time t ₂ to the time t ₄ first, and after the said time t ₄ , it switches to the value by the command B, and the said command A It is smaller than the value by. Resetting the timer in the step A _27, as described above in step A ₁₇ after carrying out the engine output control on the basis of the output rate K ₁ determined time H of the further timer to a step A ₁₈ whether or not the H> H ₁ one above, and Therefore, the determination of step A ₁₈ is made "NO", and the flow advances to step A ₂₂ .

를 연산하고 다음 스텝 A₁₉에서 상기 DV 및 D

에 관하여 DV〉0 또한 D

〉0인지 아닌지의 판정을 행한다. 상기 슬립량 미분치 DV는 제 6 도에서 명확한 바와같이 시각t₄와 시각 t₅와의 사이의 시각에서는 앞차륜속도 Vw가 감소중이기 때문에 부의 값으로되고 상기 스텝 A₁₉의 판정이 "NO"로된다. 따라서 다음 스텝 A₂₀으로 나아가 n의 값을 1만 증가한후 다시 스텝 A₁₂로 복귀하여 스텝 A₁₂∼₁₅,A₂₃,A₁₇,A₁₈,A₂₂,A₁₉,A₂₀의 사이클에 의한 상기의 제어가 제 6 도의 시각 t₅까지 반복된다. 상기 사이클중은 S_A즉 S_n의 값이 제 3 도에 표시하는 바와같이 증가하기 때문에, 상기 출력률 K₁은 제11식으로부터 명백한 바와같이 제 6 도의 시각 t₄에서부터 시각 t₅로 향하는데 따라서 감소한다. 이 때문에 엔진출력저감량(1/K₁)은 제 6 도에 표시하는 바와같이 증가하고, 이사이 엔진출력은 시각 t₄로부터 시각 t₅의 사이에서 시각 t₄의 값으로부터 서서히 감소한다.In step A ₂₂ , DV and D are performed as described above based on the wheel speeds Vw and Vn from the average circuits 15 and 16.

And calculate the DV and D in the next step A ₁₉ .

About DV〉 0 Also D

> It determines whether or not it is 0. The slip amount differential value DV is negative because the front wheel speed Vw is decreasing at the time between the time t ₄ and the time t ₅ , as is clear from FIG. 6, and the determination of the step A ₁₉ is "NO". . Therefore, the following procedure returns a further value of n to a step A ₂₀ to 10,000 after the step A ₁₂ again increase step _{A 12 ~ 15, A 23,} A 17, A 18, A 22, A 19, wherein according to the cycle of the A ₂₀ The control of is repeated until the time t ₅ of FIG. During the cycle, since the value of S _A, S _n , increases as shown in FIG. 3, the power factor K ₁ goes from time t ₄ of FIG. 6 to time t ₅ , as is apparent from equation 11. Thus decreases. For this reason, the engine output reduction 1 / K ₁ increases as shown in FIG. 6, and the moving engine output gradually decreases from the value of the time t ₄ between the time t ₄ and the time t ₅ .

Also, between the time t ₄ and the time t ₅ , the road torque Tr gradually increases and recovers due to the reduction of the engine output as in the time T ₃ to the time t ₄ . When the front wheel speed Vw decreases by the cycle, and becomes less than the threshold value V _th1 after the time t _{5 of} FIG. 6, the slip amount DV becomes negative and Sn calculated in step A ₁₂ starts to decrease. do. Therefore, since the cycle is repeated continuously, the output rate K ₁ obtained in step A ₁₄ increases after the time t ₅ and the output reduction amount decreases as shown in FIG. 6, so that the engine output increases. For this reason, the front wheel speed Vw continues to decrease after the time t ₅ and becomes substantially equal to the body speed VB at time t ₆ .

If the above state continues, the output rate K ₁ becomes K ₁ > 1, but the judgment of understanding step A ₁₅ is "Yes", and the hi of K ₁ > 1 is controlled from step A ₁₅ to step A ₂₅ . it proceeds to determine whether or not the timer to start in the same step a _25.

In the case where the process proceeds to step A ₂₅ for the first time, since the timer is reset in step A ₂₃ , the determination of step A ₂₅ becomes "NO", the process proceeds to step A ₂₆ , starts the timer and proceeds to step A ₁₆ . After once again that the timer-start, so the determination of the step A ₂₅ to "Yes", the process proceeds from step ₂₅ directly to step A A _16. In step A ₁₆ , the value of the output rate K ₁ is set to 1, and therefore, in the output control of the next step A ₁₇ , the fuel injection amount F ₀ calculated by the engine output control means 18 becomes the actual fuel injection amount F as it is. Further, the following In the step A ₁₈ is time H of the timer is in H> H ₁ in that because the timer to start, how many times is controlled the repeat in the H> H ₁ whether the determined one Step A ₂₅ or not, the step A ₁₈ Is determined to be "Yes". Determination of "Yes" at the step A ₁₈ will be the output rate K times since without performing the engine output reduced by ₁ as the 1 H ₁ has elapsed does not slip recurrence, indicating that even if the output rate K ₁ as the 1 After the determination of " Yes &quot; is made, the traction control is terminated, and control proceeds from step A ₁₈ to step A ₂₄ . In the step A ₂₄ then resets the timer in preparation for the start of control, and then along with the termination of the traction control process returns to Step A _1. In this way, the change of the drive torque Te and the road surface torque Tr after the engine output is reduced by the command B and the front wheel speed Vw decreases and becomes smaller than the threshold value V _th1 is shown in FIG.

In other words, accompanied by a decrease in the S _n over the time t 6 ₅ degrees and starts output rate K ₁ is increased. However, increase of the engine output is started at time t ₅ has not yet occurred in the time t _5, because of the delay in the engine control system, therefore, the time t is between ₅ from to t _5, reduction in the front wheel speed Vw and the road surface torque Tr Rises. When the engine output starts to increase from time t ₅ , with this, the drive torque Te starts to increase from time t ₅ , but due to the reduction of the engine output until then, the drive torque Te becomes a value sufficiently smaller than the road torque Tr. Therefore, even if the engine power is increased, the road torque Tr does not match. Therefore, the road torque Tr decreases between the time t ₅ and the time t ₅ due to the friction of the road surface. At the time t ₅ , the driving torque Te coincides with and increases the road torque Tr, so that the decrease of the front wheel speed Vw is suppressed.

Furthermore, at time t ₅ , the frictional force is restored by the reduction of the slip, and the front wheel speed Vw becomes almost equal to the body speed VB. However, as described above, when the cycle control from Step A ₁₂ to Step A ₁₈ , A ₂₂ , A ₁₉ , and A ₂₀ is repeated, and the output rate K ₁ gradually increases, slippage occurs again due to changes in the road surface condition and DV. If 0 &gt; DV &gt; 0, the judgment of step A ₁₉ becomes &quot; Yes &quot;, and the process returns from step A ₁₉ to step A ₃ again to perform the traction control again from the beginning.

In addition, V _th1 is a speed for determining that the front wheel has started to slip, and there is a method of setting as follows, and is appropriately selected from the characteristics of the vehicle, the engine characteristics, and other situations.

_{1.V th1} = V _B + X

_{2.V th1} = _{αV B}

_{3.V th1} = _{αV B} + X

_{4.V th1} = V _B + X (V _B <Y)

Y)= αV _B (V _B

Y)

_{5.V th1} = V _B + X (V _B <Y)

V_B〈Z)= αV _B (Y

V _B <Z)

V_B)= V _B + X '(Z

V _B )

Therefore, when slip occurs, the traction control means 17 immediately outputs the output rate k ₀ as the command A to the engine output control means 18, so that the drive torque of the front wheel starts to decrease, so that slip is urgently. Can be reduced. In addition, since the engine power factor K ₁ when the slip is stopped is set to a value corresponding to the road torque Tr, the engine power factor K _{1 is} then increased in response to the road torque Tr, that is, μ, so that the slip is stopped. Even if the next engine power is increased, slippage does not occur again. In addition, it is possible to prevent the engine output rate K ₁ for the engine output control means 18 initiating the response delay of the hameuroseo engine timing from the wheel speed Vw high rate of V _th2 than V _th1 to be supplied to the corresponding to the road surface torque T .

In this embodiment, V _{th2 is set} to V _th1 + r (5 km / h). However, this value γ may be selected by a variety of experiments.

In the above embodiment, the engine output is controlled by controlling the fuel injection amount of the engine by the output rates K ₀ and K ₁ , but the same effect can be obtained even by reducing the engine output by controlling the ignition timing.

Next, a second embodiment of the present invention will be described with reference to FIGS.

에 의해 정하는 것이다. 또 지령 B에 의해 정해지는 엔진출력률 K₁을 슬립량 S와 A/N과의 맵으로부터 결정하도록한 것이다. 따라서, 제 1실시예와 공통되는 것에 대해서는 동일한 부호를 부여하여, 상세한 설명을 생략한다.In addition, in this embodiment, instead of determining the engine output rule K ₀ determined by the command A in accordance with A / N of the first embodiment, D is D.

It is decided by. The engine power factor K ₁ determined by the command B is determined from the map between the slip amounts S and A / N. Therefore, the same code | symbol is attached | subjected about what is common in 1st Example, and detailed description is abbreviate | omitted.

8 to 11, the traction control means 17 outputs the command value Q by the commands A and B, and the engine output control means 18 displays it in FIG. 11 from the command value Q and A / N. We use a map to read the output rate K.

The operation is explained next.

〉0으로 된다. 따라서, 스텝 A₄₀에서. "YES"로 판정되면, 스텝 A₄₁에서 n=0, S-₁=0으로하고 스텝 A₄₂으로 나아간다.In FIG. 10, when the accelerator pedal is lightened by attempting to start the vehicle on a slippery road surface, as shown in FIG. 10, the front wheel speed Vw exceeds V _th1 at time t ₂ , and the slip is increased. As we are going to do DV> 0, D

> 0. Therefore, in step A ₄₀ . If it is determined as "YES", in step A ₄₁ with n = 0, S- ₁ = 0, and proceeds to a step A _42.

〉2g인지 어떤지를 판정하게된다. 즉, 슬립의 정도가 큰것인 D

〉2g였을경우에는 스템 A₄₄에서 Q→15로하고 스텝 A₄₅로 나아가고, 또 슬리브이 정도가 그다지 크지않는 경우, D

2g인때에는 스텝 A₄₃으로 나아가

로한다. 그리고 스텝 A₄₅에서 트랙션제어수단(17)은 지령 A로서 상기한 Q치를 엔진출력제어수단(18)에 출력한다.Where D

> 2g to determine whether or not. That is, the degree of slip is large D

> 2g, go from stem A ₄₄ to Q → 15 and go to step A _45. If the sleeve is not too large, D

If it is 2g, go to Step A ₄₃

Shall. In step A ₄₅ , the traction control means 17 outputs the above Q value to the engine output control means 18 as command A.

Then, the engine output control means 18 uses the map of FIG. 11 from the A / N value calculated on the basis of the input Q value and the data obtained from the intake air amount sensor 21 and the engine speed sensor. Find ₀ The engine output control means 18 calculates the fuel injection amount (fuel injection time) F ₀ based on the input signals of various sensors, and obtains the actual fuel injection amount F = K ₀ · F ₀ from these results. Control the valve open time of injector I. This reduces the engine output.

〈0인지를 판정되어 시각이 t₂와 t₃의 사이에 있으므로 DV〉0이고, 따라서 판정은 "NO"로되어 재차 스텝 A₄₂로 되돌아간다.Next, S ₀ = DV, and in the step A ₄₇ N = 1 rodoe, then DV from a DV at this time in Step A ₄₈ <γ also D at step A ₄₆

It is determined whether &lt; 0 and the time is between t ₂ and t ₃ so that it is DV &gt; 0. Therefore, the judgment is &quot; NO &quot; and the flow returns to step A ₄₂ again.

〈0이기 때문에, 스텝 A₄₈에 있어서 판정이 "YES"로 된다.If the front wheel speed Vw &lt; V _th2 = V _th1 + γ is obtained by reducing the engine power while repeating this routine, then DV &lt;

Since <0, the determination in step A is ₄₈ to "YES".

Then, the operation is performed at step A ₄₉ in Sn- = Sn + DV ₁ and A ₅₀ in the command value on the basis of Sn obtained in the step A ₄₉ Q = K · Sn. In step A ₅₂ , the command value Q is output to the engine output control means 18 as a command V. The means 18 then reads the engine power factor K ₁ from the map of FIG. 11 from the A / N and Q values. Further driving means 18 is already obtained to obtain a fuel injection amount and the actual fuel injection amount F ₀ = K ₁ · F ₀ F K from _1, gives a valve-opening time corresponding to the F to the injector I.

를 연산하고 또한 DV〉0, D

〉0인지를 판단한다. 그러면 시각 t₄를 막 지났으므로 D

〈0이고, 스텝 A₅₃은 "NO"로 판정한다. 계속해서 스텝 A₅₄에서 N=N+1을 실행하여, 스텝 A₄₉로 나아가며, 또 스텝 A₅₀∼스텝 A₅₄, A₄₉로 스텝을 반복하여, 앞차륜속도 Vw가 드디어는 거의 차체속도 V_B에 일치된다. 그리하여, 스텝 A₅₀에서 Q=0으로되고, 또한 Q=1이 소정시간 계속하며, 스텝 A₅₂에서 "YES"로 판정된다, 즉 구동륜의 슬립이 발생하지 않게되어, 가속페달에 의해 규정된 엔진출력을 100% 발생시켜서 가속(발진)시키는 일이 가능해지고, 트랙션제어를 종료시킬 수 있다. 따라서, 스텝 A₅₂로부터 플로우차아트의 개시로 되돌아간다Next, it is determined whether Q = 0 has continued for a predetermined time in step A ₅₂ , and since it is "NO" at time T ₄ , the flow advances to step A ₅₃ , where the wheel speed Vw and the body speed (rear wheel speed) V _R are DV. , D

Compute and also DV> 0, D

> Determines whether it is zero. Then just past time t ₄ , so D

<0, and Step A ₅₃ determines "NO". Then by executing the N = N + 1 at step A _54, naahgamyeo to the step A _49, In step A ₅₀ ~ Step A _54, A ₄₉ to repeatedly step, the front wheel speed Vw is finally almost the vehicle body speed V _B Is matched on. Thus, Q = 0 at step A ₅₀ , Q = 1 continues for a predetermined time, and it is determined as "YES" at step A ₅₂ , i.e., slippage of the drive wheels does not occur, so that the engine defined by the accelerator pedal It is possible to accelerate the output by generating 100% of the output and to terminate the traction control. Therefore, the flow returns to the start of the flowchart art from step A ₅₂ .

〉0으로 되므로, 스텝 A₅₃에 있어서 "YES"로 판정된다. 따라서, 스텝 A₄₁로 되돌아가 제 10 도의 시각 t₂이후의 제어가 반복된다.In addition, while repeating step A ₄₉ -A ₅₄ after time T ₄ , when the road surface becomes more slippery again and the slip increases again, DV> 0, D

> 0, so, it is determined as "YES" in the step A _53. Therefore, the flow returns to step A ₄₁ and the control after time t _{2 in} FIG. 10 is repeated.

Therefore, the same effects as in the first embodiment can be obtained. In the present embodiment, the command value is output from the traction control means 17 to the engine output control means 18 as the command A, and the output power ratio K ₀ , K ₁ is obtained by using the eleventh degree in the engine output control means 18. Although the traction control means 17 carries the map of FIG. 11, the output rate K ₀ can be output by the command A, and the output rate K1 can be output by the command B. FIG.

In the above embodiment, the fuel injection amount is controlled by the output rates K ₀ and K ₁ , but the same effect can be obtained by controlling the ignition timing.

Next, a third embodiment of the present invention will be described with reference to FIGS. 12 and 13.

This third embodiment calculates K ₁ using the expression (6) instead of calculating K ₁ using the expression (11) in the first embodiment, which is common to the first embodiment. The same reference numerals will be used to describe the description, and detailed description thereof will be omitted.

〉0이므로 "YES"로 판정되어, 스텝 A₃에서 N=0으로서 스텝 A₄로 나아가, 제 7 도에 표시한 A/N-K₀, 맵으로부터 엔진출력를 K₀을 결정하고, 이 출력를 K₀을 트랙션제어수단(17)은 지령 A로서 엔진출력제어수단(18)에 출력하여, 엔진출력을 저감시킨다.The driver attempts to start the vehicle by stepping on the accelerator pedal of the vehicle stopped on the slippery road surface, but the front wheel slips, and the front wheel speed Vw increases from time t ₁ as shown in FIG. 13, t in the _second more than the slip determination wheel speed V _th1, Then, DV in step ₂ a method according to claim 12 degrees flow-art car> 0, D

> 0, so it is determined as "YES", further an N = 0 in Step A ₃ in Step A _4, and determines the engine chulryeokreul K ₀ from the A / NK _0, the map displayed in the seventh degree, this chulryeokreul K ₀ The traction control means 17 outputs to the engine output control means 18 as a command A to reduce the engine output.

〈0의 조건이 성립되지 않으므로, 스텝 A₁₁,A₂₁,A₄,A₅,A₁₁의 사이클을 순환한다.Thus, DV <γ, D until time t ₄

Since the condition of <0 is not satisfied, the cycle of steps A ₁₁ , A ₂₁ , A ₄ , A ₅ , and A ₁₁ is cycled.

를 연산하고, 또 스텝 A₁₃에서 엔진출력제어수단(18)으로부터 A/N 데이터를 집어넣는다, 다음에 스텝 A₃₁에서 K₀

,A/N으로부터K₁(0)을 연산하고, 스텝 A₃₂에서 N=0이므로, K₁(0)=K₁(0)이 되어 스텝 A₁₅로부터 A₂₃을 통과해서 스텝 A₁₇으로 나아가고, 여기서 K₁(0)을 트렉션제어수단(17)은 지령 B로서 엔진출력제어수단(18)에 출력해서 엔진출력을 회복시킨다. 여기서, 지령 A에 의해 출력된 엔진출력저감률(1/K₀)과 지령 B에 의해 출력된 엔진출력저감률(1/K₁(0))은 제 13 도의 아래그림이다.To the wheel speed Vw is decreased by the reduction of the engine output, when a time t _4, so as DV <γV _th2, it is determined at step A ₁₁ to "YES". Then, the acceleration of the wheel speed at time t ₄ in step A ₃₀ .

Is calculated, and the A / N data is inserted from the engine output control means 18 in step A ₁₃ , and then K ₀ in step A ₃₁ .

Calculate K ₁ (0) from A / N and N = 0 in step A ₃₂ , so K ₁ (0) = K ₁ (0), go from step A ₁₅ through A ₂₃ and go to step A ₁₇ Where K ₁ (0) is output to engine output control means 18 as command B to restore engine output. Here, the engine output reduction rate (1 / K ₀ ) output by the command A and the engine output reduction rate (1 / K ₁ (0)) output by the command B are shown in the lower figure of FIG.

Subsequently, the flow proceeds to Step A ₁₉ through Step A ₁₈ and Step A ₂₂ , where the slip is not increased and is reduced as shown in FIG. 13, so that N = 1 in Step A ₂₀ and in Step A ₃₂ . , K ₁ (0) = K ₁ (0) + P, and this K ₁ (1) is output to the engine output control means 18 as a command B in step A ₁₇ , and this step cycle A ₁₇ , A ₁₈ , Repeat A ₂₂ , A ₁₉ , A ₂₀ , A ₃₂ , A ₁₅ , A ₂₃ and A ₁₇ . As a result, K ₁ (N) gradually increases, and the output reduction rate 1 / K ₁ (N) of the command B gradually decreases as shown in the following figure of FIG.

Thus, if the value of K ₁ (N) finally exceeds 1, it is struck in step A ₂₆ and H is activated, and the stub cycles A ₂₅ , A ₁₆ , A ₁₇ , A ₁₈ , A ₂₂ , A ₁₉ , A ₂₀ , A ₃₂ , a _15, repeating the a ₂₅ and the timer H> After a H _1, engine output rate, because even if a 100% H ₁ sigan slip did not occur returns to start to pass through the step a _18, step a _24, Trek illustration Control ends.

Therefore, the same effects as in the first embodiment can be obtained.

In the third embodiment, although the fuel injection amount is controlled by the output rates K ₀ and K ₁ , the same effect can be obtained by controlling the ignition timing.

에 의해 결정하는 것이다. 또, 지령 B에 의해 정해지는 엔진출력률 K₁을

와 A/N로부터 결정하고, 제2실시예와 마찬가지로 제어하는 것이다. 차량발진시에 구동륜이 슬립을 해서, 그 차륜속도 Vw가 급격히 상승하여, 제 14 도의 시각 a에 있어서 슬립판정차륜속도 V_th1을 넘으면, 스텝 A₄₀에서 "YES"로 판정되고, 스텝 A₄₂에서 D〉2g인지 어떤지를 판정하게 된다. 그리하여, D

〉2g이면 스텝 A₄₄에서 지령치 Q=15로 되고, D

2g이면 지령치

로 되고, 스텝 A₅₇로 나아간다.In the fourth embodiment shown in FIGS. 14 and 15, instead of correcting the engine power factor K ₀ determined by the command A in the third embodiment according to A / N,

It is decided by. In addition, the engine power factor K ₁ determined by the command B is

And A / N, and control is performed in the same manner as in the second embodiment. If the driving wheel slips during vehicle start-up and its wheel speed Vw rises rapidly and exceeds the slip determination wheel speed V _th1 at time a in FIG. 14, it is determined as "YES" in step A ₄₀ , and in step A ₄₂ > 2g to determine whether or not. Thus, D

> 2g, the command value Q = 15 in step A ₄₄ and D

2g setpoint

As is, it goes to a step A _57.

Vb이므로 "YES"로 판정되고, 스텝 A₅₈에서 Vb=Vw로 하고 스텝 A₅₉에서 N=0으로 해서 스텝 A₄₅으로 나아간다. 그리하여, 스텝 A₄₅에서 지령치 Q를 트랙션제어수단(17)은 엔진출력제어수단(18)에 지령 A로서 출력한다. 그러면, 엔진출력제어수단(18)은 지령치 Q와 A/N로부터 제2실시예의 제 11 도의 MAP로부터 출력률 K₀을 읽어내고, 이 출력률 K₀과 A/N, 기타의 조건으로부터 규정된 연료분사량 F₀으로부터 실연료분사량 F=K₀·F₀을 구한다. 그리고 실연료분사량 F에 따라서 인젝터 I의 밸브개방시간을 제어한다.Thus, at time a in step A ₅₇ , Vb is given an initial value of " 0 &quot;, so Vw

Since it is Vb, it is determined as "YES", and at step A ₅₈ , Vb = Vw and at step A ₅₉ , N = 0, and the flow advances to step A ₄₅ . Thus, the traction control means 17 outputs the command value Q to the engine output control means 18 as the command A in step A ₄₅ . Then, the engine output control means 18 reads the power factor K ₀ from the command value Q and A / N from the MAP of FIG. 11 of the second embodiment, and defines the power factor K ₀ and A / N, and other conditions. From the fuel injection amount F ₀ , the actual fuel injection amount F = K ₀ · F ₀ is obtained. Then, the valve opening time of the injector I is controlled in accordance with the actual fuel injection amount F.

〉0이고, 따라서, 스텝 A₄₈의 판정은 "NO"로 되어 스텝 A₄₂로 나아간다. 그리하여 스텝 A₄₂,A₄₃또는 A₄₄,A₅₇,A₄₅,A₄₇,A₄₈,A₄₂의 사이클을 반복하여 시각 b로 되면 Vw=Vb로 되며, 또 시각 b를 지나면 Vw는 감속하기 시작하므로, Vw〈Vb로 되어 스텝 A₅₇로부터 스텝 A₄₅에 나아가, Vb는 경신되지 않고, 최대차륜속도치가 유지된다. 시각 b를 지나서 차륜속도 Vw가 감소되고, 시각 C로 되면 DV〈γ(V_th)D

〈0으로 되어 스텝 A₄₈에서 "YES"로 판정되고, 스텝 A₆₀으로 나아간다.Next, when a predetermined time has elapsed be the step A ₄₅ is completed, at step A ₄₇ with N = 0 + 1 = 1, proceeds to the step A _48, where because of time a- _B D

> 0, and therefore, the determination of step A ₄₈ becomes "NO" and proceeds to step A ₄₂ . Thus, the cycle of steps A ₄₂ , A ₄₃ or A ₄₄ , A ₅₇ , A ₄₅ , A ₄₇ , A ₄₈ , A ₄₂ is repeated at time b and Vw = Vb, and after time b, Vw starts to decelerate. Therefore, Vw &lt; Vb, the process proceeds from step A ₅₇ to step A ₄₅ , and Vb is not renewed and the maximum wheel speed value is maintained. After the time b, the wheel speed Vw decreases, and at time C, DV <γ (V _th ) D

<Set to 0 is determined in step A ₄₈ to "YES", proceeds to a step A _60.

In step A ₆₀ , the command value Q is calculated, and in step A ₆₁ , the command value Q is output from the traction control means 17 to the engine output control means 18 as the command B. Then, obtain the same manner described above, reference value output from the Q rate K _1, to obtain a real fuel injection quantity F = K ₁ · F _0.

0을 판정하고, 시각 c-d에서는 D

0이므로, 스텝 A₆₄로 나아가고, 또 DV〈0이므로 스텝 A₆₀으로 나아간다. 그리고, 시각 c-d에서는 이 스텝사이클(A₆₀→A₆₄→A₆₂)을 반복한다.If a predetermined time elapses after the completion of step A ₆₁ , n = n + 1 in step A ₆₂ , and in step A63

Determines 0, D at time cd

Since it is 0, the flow advances to step A ₆₄ , and since DV &lt; 0, the process goes to step A ₆₀ . At time cd, this step cycle (A _60- > A _64- > A ₆₂ ) is repeated.

In addition, when the slip is increased again in the step cycle, it is determined at step A ₆₄ to "YES", in step A be ₆₈ to Vb = 0 executes the process returns to the step A ₄₂ to track motion control from the beginning.

〈0으로 되어 스텝 A₆₃으로부터 스텝 A₆₅으로 나아가서 지령치 Q를 연산한다. 또한 β는 실험 등에 의해 정해지는 정수이다. 그리고, 지령치 Q가 0이 아니기 때문에, 스텝 A₆₆에서 지령치 Q를 지령 B로서 엔진출력제어수단에 출력하여, 실연료분사량 F=K₁·F₀을 얻는다. 여기서, 소정시간경과한 후, 스텝 A₅₃에서 DV〈0으므로 "NO"라 판정되어 스텝 A₆₅로 되돌아간다.When the wheel speed Vw becomes smaller than Vth1 after performing the step cycle and passing time d, D

It becomes <0, it _progresses from step _A63 to step _A65 , and calculates the command value Q. FIG. Β is an integer determined by an experiment or the like. Since the command value Q is not zero, the command value Q is output as the command B to the engine output control means in step A ₆₆ to obtain the actual fuel injection amount F = K ₁ · F ₀ . Here, after elapse of a predetermined time, it is determined as "NO" in step A ₅₃ because DV <0, and the process returns to step A ₆₅ .

Then, repeating the step _{A 65, A 52, A 66} , A 53, A ₆₅ of cycle. Thus, Q gradually decreases, and finally Q = 0 (K ₁ = 1), and if this state continues for a certain time, the engine power rate K ₁ = 1 at step A ₅₂ to generate 100% of engine power. Also, since the slip does not occur even if the state continues for a certain period of time, the traction control is terminated. It is determined as "YES" and outputs Q = 0 to the engine output control means 18 in step A ₆₇ , and returns to the beginning of the flowchart art.

Therefore, the same effects as in the third embodiment can be obtained.

In addition, although the fuel injection amount was controlled by the output rates K0 and K1 in this embodiment, the same effect can be obtained even by controlling the ignition timing.

In the above first to fourth embodiments, the fuel injection amount and the ignition timing are controlled by the command A, and the fuel injection amount is controlled by the command A also in the command B, and the ignition timing is controlled by the command A. Each person controls the ignition timing. However, it is also possible to change the control object with the command A and the command B. In addition to the ignition timing and fuel injection amount, the same effect can be obtained by controlling the opening degree of the throttle valve.

In the fifth embodiment shown in Figs. 16 to 19, the control target of the command B in the first embodiment is set to the throttle opening degree, and the throttle control is slow in responsiveness to the engine output. As indicated by, from the time t _{3 at} which the slip amount S _n starts to be calculated, K ₁ corresponding to S _n is output as the command B, and the throttle control corresponding to this K ₁ is started from time t ₃ .

In addition, what is common in 1st Example is attached | subjected with the same code, and description is abbreviate | omitted.

In Fig. 16, the traction control means 17 has a drive wheel speed calculation circuit 15, a body speed calculation circuit 16, a reference vehicle speed setting means 23, and an output rate calculation means 24. The reference vehicle speed setting means 23 generates two vehicle speed signals, V _th1 and V _th2 . The output rate calculating means 24 executes the control of the flowchart art shown in FIG. 17 from V _w , V _th1 , V _th2 and A / N. In addition, the 17-degree flow tea art is the addition of step B _1, B _2, B ₃ in FIG. 5. The engine output control means 18 is a control means of a sequential multi-point injection engine. The intake air amount detecting means 21, the engine speed detecting means 20, and the vehicle speed sensor 1 Opening of the fuel injection valve in the fuel injection timing determining means 29 by signals from various sensors (crank angle sensor, atmospheric pressure sensor, water temperature sensor, knocking sensor, capacitor voltage sensor, intake pipe pressure sensor, etc.) The timing is controlled, the fuel injection amount determining means 28 controls the opening time of the fuel injection valve, and the ignition timing control means 27 controls the ignition timing.

The engine detects the stepping amount of the accelerator pedal by the tissue amount detecting means 2, and the manipulated variable detecting means 2, the vehicle speed sensor 1, the engine speed detecting means 20, and the engine output control means ( From each signal from the load detecting means 25, X, V _A , N, A / N, the throttle control means 32 calculates a target torque, and reads from the map the throttle opening conduction that obtains the target torque. And driving the step motor 34 to open and close the throttle valve 35 (installed in the intake passage 36) connected via the pulley.

That is, the throttle control means 32 is a two-dimensional map V _A − from the vehicle speed signal V _A from the vehicle speed sensor 1 and the output signal X of the manipulated variable detection means 2 in the target acceleration setting means 3. X target) is used to determine the target acceleration αX. The acceleration detecting means 4 calculates the actual acceleration α _B by differentiating the vehicle speed signal V _A. The output torque detecting means 5 is based on the speed signal N from the engine speed detecting means 20 and the load detecting means (the speed signal N of the engine speed detecting means and the suction air amount signal A of the intake air quantity detecting means). The current output torque T _EM is read from the two-dimensional map (A / NN map) from the A / N signal from &quot; N &quot;

The target torque calculating means 7 calculates the target torque T _OM using the following equation.

Where w is the vehicle weight r is the effective radius of the tire, g is the acceleration of gravity, and Z is the correction coefficient in consideration of the inertia of the engine, transmission, tire, and the like, and these are stored in the coefficient setting means 6.

Therefore, the target torque calculation means 7 calculates the target torque T _OM from the signals of the target acceleration setting means 3, the acceleration setting means 4, the output torque detection means 5, and the coefficient setting means 6, It feeds to the throttle opening degree setting means 31 via the switching means 10. As shown in FIG.

The throttle opening degree setting means 31 reads the throttle opening degree θ from the target torque T _OM and the engine speed using the target torque engine speed map shown in FIG. 18 determined by experiment in advance.

The throttle setting means 31 sends the signal of the drum opening degree θ to the drive circuit 33, and the drive circuit 33 outputs a signal of the number of steps corresponding to the θ signal to the step motor 34. . As a result, the step motor 34 opens and closes the throttle valve 35 to move the rod throttle valve 35 about the throttle opening degree.

However, the vehicle is stopped on a slippery road surface, and the driver steps on the acceleration pedal to start the vehicle. As described above, this is detected by the manipulated variable detecting means 23, and the throttle control means 32 detects the step motor. Rotate (34) to open the throttle valve (35).

〉0이므로 "YES"로 판정되고, 스텝 A₃을 통과해서 스텝 A₄에 나아간다.Then, the front wheels (drive wheels), as shown in Figure 6 is to increase the slip and the driving wheel speed V _w. Beyond this the driving wheel speed V _w is V _th1, the output rate calculating means 24 is in the step A ₂ 17 degrees DV> 0, D

> 0, so it is determined as "YES", passes through the step A ₃ proceeds to Step A _4.

In step A _4, using the A / N signal of the seventh-degree A / NK load detecting means (25) from ₀ curve to calculate the printing ratio K _0. The output rate calculating means 24 outputs the output rate K ₀ as the command A in step A ₅ .

When the selection means 26 receives this command A, the selection of the output reduction means corresponding to the output rate K ₀ and the distribution of the reduction amount between the plurality of output reduction means are read from the map shown in FIG.

For example, when the output rate K ₀ is K ₁ , the engine power rate is 80% when the traction control is not performed, and the output reduction is performed by reducing the fuel amount, that is, thinning. Therefore, the selecting means 26 sends a command to the fuel injection amount determining means 28 to reduce the engine output by 20% by leaning. Then, the fuel injection amount determination means 28 reads the correction value which reduces the engine opening time of the injector I by 20% from the map, and outputs the correction valve opening time to the fuel injection valve drive control means 30. Then, the driving means 30 drives the injector I by the modification time.

In addition, when the power factor K _{2 according} to the command A is K ₂ , the engine power factor is 60%, and among the power reduction rate 40%, 30% decreases by 10% due to the fuel amount resistance (thinning), and the ignition timing is decreased by 10%. Let's do it. The selecting means 26 outputs a command to the fuel injection amount determining means 28 to reduce the engine output by 30% by leaning, and correspondingly, the fuel injection amount determining means 28 controls the fuel injection valve driving control means 30. do. At the same time, the selection means 26 outputs a command to the ignition timing control means 27 to reduce the engine output by 10%. Then, the ignition timing control means 27 reads the perceptual amount that reduces the engine output by 10% from the map, corrects the ignition timing, and outputs the corrected ignition timing to the ignition device 19 to perform ignition.

In the case where the power factor K _{0 according} to the command A is K ₃ , the engine power factor is 40%, and the fuel cut timing means (29) ), The output reduction rate 50% is achieved, and the output reduction rate 10% is achieved by thinning.

That is, the selecting means 26 outputs a two-cylinder fuel cut command to the fuel injection timing determining means 29. The determination means 29 is a four-cylinder engine, in which two cylinders of fuel are gut, and in the case of a four-cylinder engine, if the order of the purifying cylinder is 1 cylinder → 3 cylinders → 4 cylinders → 2 cylinders, Command the fuel injection valve drive control means 30 to prohibit two-cylinder fuel injection. At the same time, the selecting means 26 instructs the fuel injection quantity determining means 28 to reduce the engine output by 10% by leaning, and the fuel injection quantity determining means 28 reduces the engine output by 10%. Opening time) is output to the fuel injection valve drive control means 30. When the power factor K ₀ by command A is K ₄ , the engine power factor is 20%, which reduces the power output by 80%, and the ignition timing is delayed by 50% by 2-cylinder fuel and 20% by lean. It will be reduced by 10%. Therefore, the selection means 26 instructs the ignition timing control means 27, the fuel injection amount determination means 28, and the fuel injection timing determination means 29 to reduce the output, respectively, and the ignition timing control means 27 The silver ignition device 19 and both determination means 28 and 29 output a command signal to the fuel injection valve drive control means 30 to reduce the engine output.

The K ₀ output as the command A in step A ₅ is sent to the storage means 8. The storage means 8 stores the output torque T _EM normally detected by the output torque detection means 5 while being sequentially charged. However, when the command A is input, the storage means 8 stores and retains the output torque T _EM at this time.

〈0을 판정하게 된다. 여기서, 제 6 도에 표시한 바와 같이 엔진출력이 시각 t₂에서 저감되어도 즉시에는 차륜속도 V_w는 저하하지 않고, 시각 t₃이 될 때까지는 증가를 계속한다. 따라서, 시각 t₃까지는 D

〉0이므로, 이 스텝 A₆에서 "NO"로 판정되어, 스텝 A₁₁에 나아가며, 동스텝 A₁₁에서는 D

〉0이므로 "NO"로 판정되어, 스텝 A4로 되돌아간다. 그리하여 시각 t₃까지는 스텝 A₄,A₅,A₆,A₁₁,A₄를 반복한다.Then, when the output of Fig. 17 Step A ₅ is executed, Step A ₆ to D

<0 is determined. Here, as shown in FIG. 6, even if the engine output is reduced at time t ₂ , the wheel speed V _w does not immediately decrease and continues to increase until time t ₃ . Therefore, D until time t ₃

> 0, so, it is determined in the step A ₆ in "NO", the naahgamyeo the step A _11, the same step A ₁₁ D

Since &quot; 0 &quot;, it is determined as &quot; NO &quot;, and the flow returns to step A4. Thus, steps A ₄ , A ₅ , A ₆ , A ₁₁ and A ₄ are repeated until time t ₃ .

〈0으로 되므로 "YES"로 판정되어, 스텝 A₇에서 S0-DV의 연산을 행하여, 스텝 A₈에서부터 스텝 B1로 나아간다.Thus, if the engine output decreases and the wheel speed V _w is suppressed at time t ₃ due to the friction of the road surface and starts to decrease, then at step A ₆ D

<0 is determined so as to "YES", by performing the operation of the DV-S0 in step A _7, A ₈ proceeds from the step to the step B1.

Read into the A / N data from the load detecting means (25) in the step B1, and calculates a K ₁ in step B _2. Subsequently, in the next step B ₃ , the output rate calculating means 24 outputs the output rate K ₁ as the command B to the target torque calculating means 9 and the switching means 10 at the time of sleep.

Then, the slip target torque calculating means 9 multiplies the output torque T ' _EM at the time t ₂ by the output rate K ₁ from the storage means 8, and the slip target torque T' _OM = K ₁ · T '. _{Find EM} .

Further, the switching means 10 is switched so as to send the data of the target torque calculation means 9 at the time of sleep to the throttle opening degree setting means 31 by the command B, and the throttle opening degree setting means 31 sends the data ( Using the output torque T ' _EM ), the throttle opening degree θ' is read, and the drive circuit 33 rotates the step motor 34 to rotate the throttle valve 35 in the closing direction.

〈0, DV〈γ을 판정하게 된다. 여기서 시각 t₃-t₄의 사이이므로, 스텝 A₁₁은 "NO"로 판정하여, 스텝 A₄로 되돌아가, 스텝 A₄,A₅,A₆,A₇,A₈,B₁, B₂,B,A₁₀,A₁₁,A₄의 사이클을 반복한다.When command B is output in step B ₃ , N = N + 1 is executed in step A ₁₀ , and in step A ₁₁ , D is executed.

<0, DV <γ are determined. Here, because it is between the time t ₃ -t _4, and step A ₁₁ is determined to be "NO", the process returns to Step A _4, Step _{A 4, A 5, A 6} , A 7, A 8, B 1, B 2 Repeat the cycles B, A ₁₀ , A ₁₁ and A ₄ .

〈r로 되어 스텝 A₁₁에서 "YES"로 판정되고, 스텝 B₄에서 지령 A로 K₀=1로서 선택수단(26)으로부터 출력을 저감하지 않는 지령을 점화 시기제어수단(27), 양결정수단(28),(29)에 출력시킨다. 또한, 스텝 B₄에서는 지령 A의 K₀=1로 하나, 스텝 B₂, A₁₄의 K₀는 스텝 A₄에서의 값을 유지한 그대로이다.Thus, when the drive wheel is decelerated and the wheel speed V _w is smaller than V _th2 , D

<R is in and determined in step A ₁₁ to "YES", step B ₄ command A to K ₀ = selection means 26 determines the instruction does not reduce the output ignition timing control means 27, both from a 1 in Output to the means 28,29. Further, one with K ₀ = 1 in the step B ₄ command A, step B _2, K ₀ of A ₁₄ are kept a value of A in the step _4.

Next, in Step A ₁₂ , SN is calculated, A / N is read in Step A ₁₃ , and K ₁ is calculated in Step A ₁₄ .

At time t ₄ -t _{6 in} FIG. 6, K ₁ &lt; 0 is determined, " NO &quot; at tip A15, the timer H is reset (step A23), and the output rate K ₁ is calculated in step A ₁₇ , Output K ₁ as command B. Then, the slip target torque calculation means 9 calculates the slip target torque T _OM = K ₁ · T _EM , and in the throttle opening degree setting means 31, the target throttle opening degree θ is set. Based on θ, the drive circuit 33 and the step motor 34 are rotated to control the opening and closing of the throttle 1 valve 35. Thus, the cycle of steps A ₁₂ , A ₁₃ , A ₁₄ , A ₁₅ , A ₂₃ , A ₁₈ , A ₂₂ , A ₁₉ , A ₂₀ , and A ₂₁ is repeated until K ₁ > 1.

When K ₁ > 1 is passed after time t ₆ , it is determined as "YES" in step A ₁₅ , the timer H is started in step A ₂₆ , and the step cycle of steps A _{12 to} A ₂₀ is repeated. Then, when the elapsed time H _1, it is determined at step A ₁₈ in H> H _1. In other words, this determination means that slip has not occurred again even after the time H ₁ of the output rate K ₁ = 1 (state of not reducing output) has elapsed. Therefore, if it is determined "YES" in step A ₁₈ , the timer H is reset in step A ₂₄ , returning to start, and traction control is complete | finished.

Therefore, in addition to the same effects as those in the first embodiment, the engine output control by the command B is performed by the throttle opening degree, so that the period of output control by the fuel and the ignition timing is greatly shortened, and the catalyst is protected and exhausted. It is possible to prevent deterioration of gas purification ability, prevention of output fluctuation, and vibration prevention.

Further, in the above embodiment, when the T _OM calculated by the target torque calculation count 7 is smaller than the slip target target torque calculated by the target torque calculation means 9 during sleep, the switching means 10 is the target torque T _OM. Is output to the throttle opening degree setting means (31).

In the above embodiment, when the target torque is calculated from the signal X of the manipulated variable detecting means 2 and calculated by the throttle torque calculating means 9, the switching means 10 is the target torque T when the target torque T is smaller than the slip target torque T _{OM. The OM} is outputted to the throttle opening degree setting means 31.

In the above embodiment, the target torque is set by calculating the target torque from the signal X of the manipulated variable detecting means 2, but the same effect can be obtained by setting the throttle opening degree directly by the signal X.

Also, K ₀ in Step A ₄ in the above embodiment, but is used to decide on the basis of the A / N at time T _2, the output command A and the step A ₄ between the time t ₂ -t ₄ The output rate K ₀ may be determined from A / N at the time of execution.

In addition, in the above embodiment, since the column A and the command B are outputted in duplicate during the time t ₂ -t ₄ , when the actual engine output becomes smaller than the output rate K ₀ output from the command A, Target engine torque T _OM = K ₀ · T _EM under control by command A, which is obtained from output torque T _EM at time t ₂ stored in storage means 8 and output rate K0 determined by command A, and output detection means ( By comparing the current output torque T _EM detected in 5), when T _EM <T _OM , the output rate K ₀ of the command A may be increased to control T _EM = T _OM . In addition, instead of increasing the output rate K ₀ , the same effect can be obtained by increasing the engine output by calculating the pseudo output rate K _0X in the selecting means 26.

Q〈8)의 스텝을 삽입하므로서, 사이 제 5 실시예의 제 17 도에 표시한 플로우차아트 대신에 제 2실시예의 제 9 도에 표시한 플로우차아트를 사용 할수 있다.Q = K · S _N (0 between step A ₄₆ and step A ₄₇ of the flowchart art of FIG.

By inserting the step Q <8, it is possible to use the flowchart art shown in FIG. 9 of the second embodiment instead of the flowchart art shown in FIG. 17 of the fifth embodiment.

In addition, in the fifth embodiment, the vehicle speed sensor 1 and the vehicle speed sensor (following wheel speed sensor) 13, 14 are separately provided, but only the vehicle speed sensor 13, 14 is provided. and, in this case, will be sent to the vehicle body speed computing circuit target acceleration setting the output V _B as a car speed signal V _a means 3, the acceleration detection means 4, engine output control means (18) (16).

Claims (15)

Drive wheel speed detection means (11, 12) for detecting the drive wheel speed of the vehicle, vehicle body speed detection means (13, 14) for detecting the body speed, output signal and body speed detection means of the drive wheel speed detection means (11, 12) On the basis of the slip determination means for determining the slip (DV) of the driving wheel from the output signals of (13, 14) and the slip start signal from the slip determination means, the output of the engine is reduced and controlled to reduce the amount of the engine by a predetermined amount. When the slip DV is reduced to the predetermined value V _th2 by generating the first command (command A), the second engine is configured to control the engine to be an output torque that can be transmitted to the road surface according to the friction coefficient between the road surface and the tire. An engine for controlling engine output based on the traction control means 17 having an output means for generating a command (command B), and the first and second commands (A, command B) and the driving state of the vehicle. Characterized by having an output control means (18). Driving force control device for a vehicle engine. 2. The driving force control apparatus for an engine for a vehicle according to claim 1, wherein the power factor calculating means generates a second command (command B) for outputting a road torque Tr transmitted by the tire to the road surface to the engine. 2. The driving force control apparatus for a vehicle engine according to claim 1, wherein the power factor calculating means sets the engine power factor K ₀ determined in response to the engine load as a first command (command A). 2. The power factor calculating means according to claim 1, wherein the power factor calculating means receives the engine power factor K ₀ determined in response to the change speed W of the wheel speeds from the drive wheel speed detection means 11 and 12 and the engine load. A driving force control device for a vehicular engine, characterized by the command A). The engine output according to claim 1, wherein the output rate calculating means sets the command value Q obtained in response to the acceleration W of the drive wheels from the drive wheel speed detection means 11, 12 as the first command (command A). The control means 18 calculates the engine output rate K0 from the command value Q and the engine load, and controls the engine output in response to the engine output rate K ₀ . Device The driving force control apparatus for a vehicle engine according to claim 1, wherein the power factor calculating means estimates a friction coefficient between the road surface and the tire from the slip amount DV. The power factor calculating means according to claim 1, wherein the driving wheel speed is varied.

And a friction coefficient between the road surface and the tire from the vehicle driving force control device. The method of claim 6, wherein the output rate calculating means, the output rate represented by the following equation K ₁

[(Where K ₀ is the output rate according to the first command (command A), S _n = S _n-1 + DV (DV is the slip determination means based on the driving wheel speed and the predetermined wheel speed V _th1 for slip determination). Slip), where A./N is the intake air amount / engine rotational speed, a, b, c is an integer] as a second command (command B). 8. An output rate K ₁ according to claim 7, wherein the output rate calculation means is expressed by the following equation.

[K0 is the output rate according to the first command (command A), W is the acceleration when the slipping drive wheel is decelerated, I is the rotational moment of inertia of the tire, a, b, P are constants, N = N And +1] as a second command (command B). 7. The command value Q according to claim 6, wherein the output rate calculating means is expressed by the following equation. Q = K, S _n Where K is an integer and S _n = S _n-1 + DV (DV is a slip determined by the slip determination means based on the driving wheel speed and the predetermined wheel speed V _th1 for slip determination). (Command B), wherein the engine output control means calculates an output ratio K ₁ from the command value Q and the engine load to control the engine output. 8. The command value Q according to claim 7, wherein the output rate calculating means is expressed by the following equation.

[Where α is an integer

. N = N + 1, Vw is the current driving wheel speed of a, V _b is the maximum value of V _w] for the second instruction (instruction B) to the engine output control means output rate (K ₁ from the instruction value Q and engine load Driving power control apparatus for a vehicle engine, characterized in that for controlling the engine output. 12. A command value Q according to claim 11, wherein the power factor calculating means sets the command value Q while the drive wheel speed is decelerated to a predetermined wheel speed for slip determination.

And then the command value Q is Q = Q-β (β is an integer) until the drive wheel speed becomes approximately the vehicle body speed. 2. The ignition timing control means 27 according to claim 1, wherein the engine output control means 18 calculates an ignition timing, a fuel injection amount, a fuel injection timing, and whether or not injection is performed by input from various sensors of the engine. The injection amount determining means 28 and the fuel injection timing determining means 29 control the ignition timing in response to the engine output rate K ₀ by the first command (command A) from the power factor calculating means 24. For a vehicle characterized in that it has a selection means 26 for selecting one or more of the means 27, the fuel injection amount determining means 28, the fuel injection timing determining means 29, and for determining the output rate of the selected means. Driving force control device of the engine. 14. The driving force regulating device for a vehicle engine according to claim 13, wherein the engine output control means (18) controls the throttle valve opening degree by a second command (command B) from the power factor calculating means (24). 15. The driving force control apparatus for a vehicle engine according to claim 14, wherein the output rate calculating means (24) starts outputting the second command (command B) from the output of the first command (command A).

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