JPH0240037A - Slip control device for automobile - Google Patents

Abstract

PURPOSE:To prevent the occurrence of the slip of drive wheels by a method wherein even when there is no need for control of a slip, computation of a target throttle valve opening by control of a slip is continued, and during a need for control of a slip, the opening of a throttle valve is immediately controlled to the target value by control of a slip. CONSTITUTION:A slip control means 25 computes the target opening of a throttle valve so that the slip value of a drive wheel is adjusted to a target value, and the opening of a throttle valve 10 is regulated through an opening regulating means 12. In this case, when a target throttle valve opening through control of a slip is higher than a target throttle valve opening computed by an opening computing means 26 according to a pedaling amount of an accel pedal 11, slip control is stopped by a control suspending means 28 by means of a signal from an opening comparing means 27, but the slip control means 25 continues computation of a target throttle opening. When the accel pedal 11 is pedaled and the computed target throttle valve opening exceeds the target throttle valve opening by control of a slip, slip control is started immediately. This constitution enables prevention of the occurrence of a slip.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an improvement in a slip control device for an automobile, which suppresses and prevents the slip of the drive wheels of the vehicle to improve running stability.

(Prior Art) As a slip control device for this type of automobile, the present applicant previously disclosed in Japanese Unexamined Patent Publication No. 63-31866, which detects the slip value of the driving wheel of the vehicle with respect to the driven wheel. At the same time, the target throttle valve opening of the engine is calculated to make the slip value of the driving wheels equal to the target slip value, and the engine output is adjusted by controlling the opening of the throttle valve to the target throttle valve opening. This effectively suppresses and prevents the slip of the driving wheels, and when the value of the target throttle valve opening exceeds the target throttle valve opening corresponding to the amount of depression of the accelerator pedal by a normal driver, They have proposed a system in which it is determined that slip control is unnecessary and throttle valve opening control, which is used to prevent slip, is stopped.

(Problem to be Solved by the Invention) By the way, although the slip control of the drive wheels as described above can effectively suppress and prevent drive wheel slip during the control, the target throttle valve opening degree does not depend on the amount of depression of the accelerator pedal. If the throttle valve opening exceeds the throttle valve opening (hereinafter simply referred to as the pedal corresponding opening), the slip control of the driving wheels will be stopped, so if the accelerator pedal is subsequently depressed and the driving wheels slip, the Although it is possible to control the slip to converge when the slip control is restarted, there is nothing that can be done about the occurrence of the slip itself, and it is desirable to prevent the occurrence of the slip itself.

The present invention has been made in view of the above, and its purpose is to prevent the slippage of the drive wheels caused by subsequent re-depression of the accelerator pedal even after slip control has been stopped. It is in.

(Another Means to Solve the Problem) In order to achieve the above object, in the present invention, even if the slip control itself of the driving wheels is stopped, the calculation of the target throttle valve opening degree by the slip control continues, If the driver depresses the accelerator pedal again, the corresponding pedal opening increases and the target throttle valve opening degree under slip control becomes lower than the target throttle valve opening degree under slip control, then slip control is resumed at this point and the driver depresses the accelerator pedal again. This is to prevent the occurrence of slippage of the drive wheels due to this.

That is, the specific configuration of the present invention, as shown in FIG. 1, includes an opening adjustment means 12 that adjusts the opening of the throttle valve 10 to adjust the engine output, and a slip value of the drive wheels to a target value. a slip control means 25 which calculates a target throttle valve opening degree so as to control the opening degree adjusting means 12 so that the opening degree of the throttle valve]0 becomes the target throttle valve opening degree;
The present invention assumes an automobile slip control device equipped with the following. Pedal corresponding opening calculation means 26 calculates a target throttle valve opening according to the depression opening of the accelerator pedal 11.
, an opening comparing means 27 for comparing the target throttle valve opening calculated by the pedal corresponding opening calculating means 26 with the target throttle valve opening calculated by the slip control means 25; and the opening comparing means 27. When the target throttle valve opening calculated by the slip control means 25 is larger than the output of When the target throttle valve opening calculated by the slip control means 25 becomes smaller, the slip control means 2 sets the target throttle valve opening at that time.
A control interrupting means 28 for restarting the control of the opening degree adjusting means 12 by the control means 5 is also provided.

(Function) With the above configuration, in the present invention, when controlling the slip of the driving wheels, the slip control means 25 controls the opening adjustment means 12.
is controlled and the opening degree of the throttle valve 10 is adjusted to the target throttle valve opening degree, so that the slip value of the drive wheels is well controlled to the target slip value.

Now, even when slip control is not required when the latter has become larger between the target throttle valve opening corresponding to the depression opening of the accelerator pedal 11 and the target throttle valve opening for slip control, the slip control means 25 can perform slip control. The calculation of the target throttle valve opening continues, and the opening adjustment means 1
Only the operation control of No. 2 is temporarily interrupted by the control interrupting means 28.

As a result, the opening degree of the throttle valve 10 is the same as that of the accelerator pedal 1.
The target throttle valve opening degree is adjusted to correspond to the depression amount of 1.

Then, when the driver depresses the accelerator pedal 11 again and the target throttle valve opening for slip control becomes smaller, conventionally the slip control is stopped, so the accelerator pedal opening corresponding to the throttle valve opening becomes smaller. As the target throttle valve opening increases, the opening of the throttle valve 10 increases, making it easier for the driving wheels to slip, and slip control is only started when the driving wheels slip.

However, in the present invention, when the target throttle valve opening degree for slip control becomes smaller, the slip control means 25
The operation control of the opening adjustment means 12 is restarted, and the opening of the throttle valve is immediately controlled to the target throttle valve opening of the slip control at that time. The drive torque does not become excessive, the slip value of the drive wheels is controlled to the target slip value, and the occurrence of slip of the drive wheels is prevented.

(Effects of the Invention) As explained above, according to the automobile slip control device of the present invention, the target throttle valve opening for slip control is higher than the target throttle valve opening corresponding to the depression opening of the accelerator pedal. Even when the increased slip control is not required,
Continue calculating the target throttle valve opening for slip control,
When slip control is required, where the target throttle valve opening for slip control becomes smaller due to the driver's re-depression of the accelerator pedal, the throttle valve opening is immediately controlled to the target throttle valve opening for slip control. Therefore, the slip rate of the drive wheels when the accelerator pedal is depressed again can be controlled to the target slip rate, and slippage of the drive wheels when the accelerator pedal is depressed again can be prevented.

(Example) Hereinafter, an example of the present invention will be described based on the drawings from FIG. 2 onwards.

FIG. 2 shows the overall schematic configuration of the slip control device for an automobile according to the present invention, in which 1 is an engine, 2 is, for example, 4 forward speeds,
It is an automatic transmission with one reverse gear, and the engine power shifted by the automatic transmission 2 is transmitted to the left and right rear wheels via a propulsion shaft 3, a differential device 4, and a rear axle 5 arranged behind the transmission 2. 6,6
The rear wheel 6 is used as the driving wheel, and the left and right front wheels 7, 7
is configured as a driven wheel.

Further, a throttle valve 10 is arranged in the intake passage 1a of the engine 1 to control the amount of intake air and adjust the engine output. The throttle valve 10 has no mechanical interlocking relationship with the accelerator pedal 11, and its opening degree is electrically controlled by a throttle actuator 12 composed of a step motor or the like. Above throttle actuator 1
2 constitutes an opening adjusting means that adjusts the opening of the throttle valve 10 to adjust the output of the engine 1.

Further, near the front, rear, left and right wheels 6, 7, wheel speed sensors 3, 13, etc. are provided to detect the rotational speed of the wheels, as well as opening sensors to detect the opening of the accelerator pedal 11. 4. A steering angle sensor 5 that detects the steering angle and an acceleration sensor 6 that detects the acceleration of the vehicle are provided.

Therefore, the detection signals of each of the above sensors 3 to 16 are CP
The controller 20 controls the opening of the throttle valve 10 with the throttle actuator 12 to control the engine output and reduce the slip of the rear wheels (drive wheels) 6. We are trying to suppress and prevent this.

Furthermore, a brake actuator 21 is connected to the controller 20, which adjusts the brake hydraulic pressure acting on the left and right drive wheels (rear wheels) 6, 6, and controls the engine output when the rear wheels 6 have a large wheel spin (slip). In addition, the brake hydraulic pressure is also controlled to suppress slippage.

Next, slip control by the controller 20 will be explained based on FIGS. 3 to 12.

First, to explain from the main flow of FIG. 3, after initialization in step SMI, in step SM2, detection signals from the above-mentioned sensors are input in step SM3 only when it is the measurement timing of various data, and in step SM4. The wheel spin of the drive wheel is determined based on the spin determination flow shown in FIG. 4, and the state of this spin is determined in step SM5 based on the state determination flow shown in FIG.

After that, in step SM6, the traction flag TRCP
It is determined whether traction control (slip control) is in progress based on the value of , and if TRCF-0 slip control is not in progress,
In step SM7, a target throttle valve opening ATAG corresponding to the opening of the accelerator pedal 11 is determined, and in step SM8
Let the value ATAG be the output value THR to the throttle actuator.

On the other hand, when slip control is in progress, the state of the wheel spin is determined by the state flag J in steps SM9 and SM10.
It is determined based on the value of P (immediately after spin occurs in JP-1, immediately after spin converges in JP-2), and in the case of immediately after spin occurs (JP-1), the friction coefficient of the road surface (hereinafter referred to as road surface μ) is determined in step SMI+. ) is determined based on the road surface μ estimation flow shown in FIG.
3 to immediately greatly reduce the throttle valve opening.
The target throttle valve opening TAGETn for slip control is set to a predetermined small opening value SH. On the other hand, if the spin is not the first time (first time flag MP-1), step SM14 is performed to feedback control the throttle valve opening.
In step 5M15, the target slip rate is calculated based on the target slip rate determination flow shown in FIG.
Calculate based on the target throttle opening calculation flow shown in the figure.

On the other hand, immediately after the spin convergence of JP-2, step 5Ml
6, in order to instantly return the throttle valve opening to a large degree.
The current target throttle valve opening TAGETn is set to the previous value T
AGETn-1 and predetermined seam coverage-opening value PTAG (
This is the sum of the value calculated in step 5C2 (described later) in FIG.

Thereafter, in step S M17, the first
The brake control amount TB is calculated based on the brake control flow shown in FIG. 0, and it is determined in step 5M18 whether or not to end the slip control based on the traction control end determination flow shown in FIG.

Therefore, in order to actually control the brake oil pressure acting on the throttle valve 10 and the drive wheels 6, when the timing for outputting the control signal comes in step S M19, step S
At M20, throttle valve opening control 1THR is output to the throttle actuator 12, and at the same time, at step SM
2+ sets brake control NTs to brake actuator 2
1, return the spin state flag JP to JP-0 and return the initial flag MP to MP-1 in step SMη, and then return to step SM2.

Next, the spin determination flow shown in FIG. 4 will be explained.

First, in step SAI, the front wheel speed WPR of the right wheel and left wheel is
, find the average speed WPN of WPL, and find the average speed WRN of the rear wheel speeds WRR and WRL of the right and left wheels,
In steps SA2 to SA4, the slip ratio S of the speeds WRR and WRL of the right rear wheel and the left rear wheel with respect to the average front wheel speed WPN.
is compared with the spin judgment value S1 (for example, S+-1, 125) near the maximum value (S-1, 25), and if both are 81 or less, it is a good time with no spin occurring, so step SA5 If only the right rear wheel is spinning, go to step SA6 to set the spin flag 5p-o to 5F-1, and if only the left rear wheel is spinning, go to step S
Set 5P-2 at A7, and set 5F-3 at step SA8 if both rear wheels spin, and set the spin flag 5P-1.
, 2, and 3, the traction flag TRCF-1 (when a spin occurs) is set in steps SA9 to SAI+, and the process returns.

Next, the state determination flow shown in FIG. 5 will be explained.

In steps SBI to SB3, the values of the previous and current spin flags SPo and SP are determined, respectively, and SFo -0 and -)
If SP≠0 (immediately after spin occurs), step SB4
Set the status flag JP-1 to spo≠0 and 5P-
If it is 0 (immediately after spin convergence), the state flag JP-2 is set in step SSS.

Then, in step SB6, the current spin flag value SF
After setting SFo to the previous value, it is determined whether the vehicle is stuck or not in step SB7. If the vehicle is not stuck, the stuck flag is set to 5TP-0 in step SSS, and if stuck, it is set to 5TP-1 in step Ses. . Also, in step 5BIO, it is determined whether or not the brake is acting on only one side of the left and right wheels (in the case of a split road), and if it is not a split road, the split flag is set to 5PP-0 in step SBI+; Step 5
Set each to 5PP-1 in BI2 and return.

In the road surface μ estimation flow shown in FIG. 6, in step SC1, the maximum value Gmax of the longitudinal acceleration G of the vehicle immediately after the slip occurs is determined based on the output of the acceleration sensor 16, and then, based on this maximum acceleration Gmax, in step SC2. Three zones ZNI depending on road surface μ (OG≦Gmax<0.
05G), ZN2 (0,050≦Gmax<O,15
G), ZN3 (0.15G≦Gmax<0.250
(G is divided into gravitational acceleration and PTAG (opening increase immediately after spin convergence) in the corresponding zone,
Basic target slip ratio of the driving wheels 5TAO in engine output control, basic target slip ratio of the driving wheels 5TBO in brake control, opening increase amount (backup opening) BUP during throttle valve opening increase control, initial spin occurrence The forced return opening SM immediately after is calculated by FUZZY control (ambiguous control) in the same step SC2, and the proportional constant KP and integral constant in the feedback control of the throttle valve opening are set to values according to the zone. Set it to
Return.

Next, in the target slip ratio determination flow shown in FIG. 7, the basic target slip ratio 5TAO in engine output control and the basic target slip ratio 5TBO in brake control calculated based on the road surface μ estimation flow shown in FIG. 6 are corrected. This time, at step SDI, the accelerator pedal opening ACC
An accelerator pedal correction gain ACG that increases from the reference value (-1) according to . Further, in step SD3, a steering angle correction gain STG is calculated that decreases from the reference value (-1) according to the steering operation amount (steering angle) ANC.

Then, in step SD4, each basic target slip ratio 5TAO1STBO is multiplied and corrected based on each of the above correction gains,
The calculation results are set as STA and STB, respectively, and returned.

Next, the target throttle valve opening calculation flow 0- in FIG. 8 will be explained. First, in steps SEI to SE3, the left and right drive wheel speeds Wl? The higher speed of R and WRL is set as the drive wheel speed SEn to be controlled.

After that, in steps SE4 and SF3, the drive wheel speed SEn
The slip rate S for the vehicle speed WPN is defined as the predetermined slip rate S
3 (e.g. S3-1.02), S4 (e.g. S4
-1. If S>1.02, a throttle operation amount (increment) ΔTAGET is calculated by opening feedback control (PI-PD control) in step SE6. On the other hand, if i,ot > s, in order to gradually forcefully increase the throttle valve opening by a predetermined value BUP (backup control), the predetermined value determined by the road surface μ estimation flow shown in FIG. The value BUF is calculated as the throttle operation amount ΔTAGET. Furthermore, 1.02≧S
In the case of >1.01, the throttle operation amount ΔTAGET is calculated in step SE8 so as to perform control (buffer control) that smoothly transitions from the backup control to the feedback control.

Then, in step sE9, the current target slot 1 full valve opening TAGETn is set to the previous target throttle valve opening TAGETn-1 and the throttle operation amount ΔTAGE.
Calculate as an additional value with T and return.

Further, in the engine feedback control flow shown in FIG. 9, in step SFI, the target slip ratio STA in the engine control is multiplied by the vehicle speed WPN to calculate the target driving wheel speed STn, and in step SF2, the target driving wheel speed STn is calculated. The control deviation ENn is calculated by subtracting the current driving wheel speed SEn from the current driving wheel speed SEn.

Thereafter, the throttle operation amount ΔTAGET is calculated using the proportional constants KP and PP, the integral constant 1, and the differential constant FD according to the PI-PD control in step SF3, and the process returns.

Next, to explain based on the brake control flow shown in FIG. 10, in step SC+, an upper limit value BLM of the brake control amount is first set in order to prevent a shock caused by a sudden increase or decrease in brake pressure.

After that, in order to control the right brake pressure among the left and right brake pressures, the slip rate S (-WRR/WPN) of the right drive wheel is adjusted.
) is compared with a predetermined value Ss (for example, S 5 - 1.0625), and if S < 1. ．． When there is a small slip at 0625, the brake control is stopped, and the brake control amount TBR for the right drive wheel is set to open (zero value) in step S (, 3), and the right brake flag BPR is set to BPR- in step SG4.
Set to 3 (when open).

On the other hand, at the time of a large slip of S≧1.0625, the brake control amount TBR to the right drive wheel is calculated by feedback control (PI-PD control) in step Scs, and then, in step S06, this brake control amount TBR is changed to TB.
If R>0, it is determined that the brake pressure is being increased (particularly when TBR-0 is being maintained), and in steps SG7 and SCS, if this control amount TBR exceeds the upper limit B1 and M, the maximum value of the change width is determined. BLH and sets the right brake flag BPR to BPR-1 (at the time of pressure increase) in step SCS. On the other hand, if the brake control amount TBR is TBR<O, it is determined that the brake pressure is being reduced, and steps S C10 and S G
If this control amount TBR exceeds the lower limit value -BLM at I+, it is limited to this lower limit value (maximum value of change range) -BLM, and the right brake flag BPR is set to BP in step SG12.
Set to R-2 (during depressurization).

Thereafter, the brake control amount TBL for the left driving wheel is calculated in the same manner as described above, and the process returns.

Finally, the traction control termination determination flow shown in FIG. 1-1 will be explained.

First, in step SHI, a target throttle valve opening ATAG corresponding to the accelerator pedal opening ACC is determined.

Thereafter, in step 5t-12, the value of the target throttle valve opening ATAG is determined, and if it is approximately ATAG-0, traction control is terminated, and step SH
3 to 5t-15, each flag is reset, and the output THR to the throttle actuator]2 is set to zero value, which is set as the control target value TAGETn.

On the other hand, if ATAG≠0, the target throttle valve opening AT according to the accelerator pedal opening is further determined in step SH6.
AG is the target throttle valve opening T in slip control.
Compare the size with AGETn, ATAG > TAGETn
In this case, slip control is continued, and steps 5t-17 and 5t-18 determine whether the target throttle valve opening TAGETn in this slip control is less than the control lower limit value (forced reduction opening value SM immediately after the first spin occurs). In this case, after limiting to this lower limit SH, step 5)-1
9, this target throttle valve opening TAGETn is set as the output value THI? to the throttle actuator 12? shall be.

On the other hand, in the case of ATAG≦TAGETn, the throttle valve 1
0, this value ATAG is set as the output value THR in step 5H1o, and this is set as the control target value TAGETn.

Then, in step S H12, the current control target value TAG
Set ETn as the previous control target value TAGETn-1 and return.

Therefore, in the control flow of FIG. 3, step SM6
+5MI4,5Ml51 5M191 5M20 When 1TRCP-1 (driving wheel slip rate S>spin judgment value S), set the slip value (slip rate) of the driving wheel 6 to the target value (target slip rate 5TA)2] A slip control means 25 is configured to calculate a target throttle valve opening TAGETn and control the throttle actuator (opening adjustment means) 12 so as to adjust the throttle valve opening to the target throttle valve opening ΔTAGETn. There is.

In addition, in the traction control termination determination flow shown in FIG. 11, in step SHI, the target throttle valve opening ATAG is
In step SH6 of the same determination flow, the target throttle valve opening ATAG calculated by the pedal corresponding opening calculating means 26 is configured as a pedal corresponding opening calculating means 26 for calculating the pedal opening calculating means 26. An opening comparison means 27 is configured to compare the calculated target throttle valve opening TAGETn in magnitude.

Furthermore, step 5)-1 of the termination determination flow in FIG.
9 to S l-I I+ and steps 5M14 and 5M15 of the control flow shown in FIG. Slip control means 25
When the latter of the target throttle valve openings TAGBTn calculated by is larger (ATAG≦TAGETn), the output THI? to the throttle actuator 12 is output THI? The former target throttle valve opening AT corresponding to the accelerator pedal
AG (step 5l-110), and by controlling the opening of the throttle valve 10 to this target opening ATAG, the throttle actuator 12 should be set to the target throttle valve opening TAGETn by the slip control means 25.
During this period, (ATAG≦TA
GETn), the target throttle valve opening TAGETn in the slip control is set as the output THR (-ATAG) to the throttle actuator 12 (step 5H11), and the throttle operation amount in the throttle valve opening control by the slip control means 25 is Calculation of ΔTAGET and target throttle valve opening TAGETn (-T
While continuing the calculation of (AGETn-1+ΔTAGET),
Thereafter, as the driver depresses the accelerator pedal 11, the target throttle valve opening ATAG corresponding to the current quasel pedal increases, and the target throttle valve opening ATAG calculated by the slip control means 25 becomes the target throttle valve opening TAGETn ( =ATAGnl+ΔTAG
ET) becomes smaller, the slip control means 25
The control interrupting means 28 is configured to restart the opening degree control of the throttle actuator 12 by adjusting the opening degree of the throttle valve 10 to the target throttle valve opening degree TAGETn (=ATAGn-1+ΔTAGET).

Therefore, in the above embodiment, during the slip control of the drive wheels 6, as shown in FIG. 13, the rotational speed of the drive wheels 6 increases, and the slip ratio S becomes equal to or higher than the spin judgment value 81, as shown by symbol A. When a slip occurs in the driving wheel 6, the opening of the throttle valve opening 10 is controlled to be greatly reduced to the small opening value SM, and accordingly, it returns to S<Sl, and the recovery control is performed instantaneously by the recovery opening value FTAG. After that, feedback control (PI-PD control) of the drive wheels 6 is performed. Then, in order to prevent the slip ratio S of the drive wheels from greatly decreasing below the target value, buffer control and backup control are sequentially performed, and when the rotation speed of the drive wheels starts to increase,
After that, feedback control (PIP) is performed via buffer control.
D control) is performed, and as a result, the slip rate S of the drive wheels 6 satisfactorily converges to the target slip rate STA.

Then, the accelerator pedal depression degree decreases, and as shown by symbol B in the figure, the target throttle valve opening degree ATAGn corresponding to the accelerator pedal becomes less than the target throttle valve opening degree TAGETn of slip control (ATAGn≦TAGETn). After the throttle valve opening degree is controlled to the target throttle valve opening degree ATAG corresponding to the accelerator pedal, the slip control of the driving wheels 6 is stopped when the accelerator pedal 11 is fully closed. The above is the basic operation of the slip control of the drive wheels 6 in this embodiment.

Next, the characteristic operation of the present invention will be explained. Now, as shown in Fig. 14, when the depression degree of the accelerator pedal 11 becomes small and the target throttle valve opening ATAG corresponding to the pedal becomes less than the target throttle valve opening TAGETn for slip control, as shown by symbol C in the figure. Conventionally, slip control is stopped at this point.

Therefore, as shown by the symbol in the figure, the relationship between the target throttle valve openings is reversed again, and after ATAG > TAGETn, the accelerator pedal 1 is changed as shown by the broken line in the figure.
1, the corresponding target throttle valve opening ATA
G becomes a large value, the opening degree of the throttle valve 10 also becomes large, and the rotational speed of the driving wheel 6 increases.As shown by symbol E, the slip ratio S reaches the spin judgment value S1, and the driving wheel 6
slips may occur. In this case, conventionally,
Since slip control is started when the slip rate S≧spin determination value S1, feedback control, buffer control, and backup control of the drive wheels 6 are sequentially performed, and the drive wheels 6
Although the slip ratio S converges to the target slip ratio 5TAO, the initial slip of the drive wheels 6 is unavoidable.

However, in the present invention, ATAG≦TAG of symbol C
After the time of ETn, the throttle valve opening is the same as before, based on the target throttle valve opening ATAG corresponding to the accelerator pedal.
However, the target throttle valve opening degree TAGETn (=
The calculation of ATAGn-1+ΔTAGET) continues. As a result, even if the driver depresses the accelerator pedal 11 and ATAGn>TAGETn at the point indicated by the symbol, at this point the throttle valve opening is adjusted to the target in slip control by the control interrupting means 28, as shown by the solid line in the figure. Throttle valve opening TAGETn (-ATAGn-1
+ΔTAGET), the slip rate S of the drive wheels 6 is well adjusted to the target slip rate, and slip does not occur as in the conventional case, and this ATAGn >TAGETn
Even when the accelerator pedal is depressed again, it is possible to prevent the drive wheels 6.6 from slipping.

Furthermore, FIG. 12 shows a modification of the flow for determining whether to terminate the traction control of the driving wheels 6. In the above embodiment, the slip control was stopped only when the accelerator pedal 11 was fully opened;
The slip rate S of the driving wheel 6 in the situation of AGn≦TAGETn
The system is designed to stop when the amount of slip becomes small and slips are less likely to occur.

In other words, the traction control termination determination flow shown in FIG. 12 is basically the same as the same determination flow shown in FIG. In steps Sll to SI3, the slip rate S of the left and right drive wheels 6 whose rotational speeds WRR and WRL are larger is calculated, and in step SI4, this slip rate S is set to a predetermined value S○ (for example, 1.00<S o ＜ ＜
1.125), steps SI5 to SI7
to reset each flag and throttle actuator 1
The output THR to 2 is set to zero value, and this is set as the control target value TAG.
As ETn, slip control is ended.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing the configuration of the present invention. 2 to 14 show an embodiment of the present invention, FIG. 2 is a general schematic diagram, FIGS. 3 to 12 are flowcharts showing slip control of drive wheels by the controller, and FIGS. FIG. 14 is an explanatory diagram of the operation. DESCRIPTION OF SYMBOLS 1... Engine, 6... Driving wheel, 10... Throttle valve, 11... Accelerator pedal, 12... Throttle actuator (opening adjustment means), 20... Control (control device), 25 ...Slip control means, 26.
. . . Pedal corresponding opening calculation means, 27 . . . Opening comparison means, 28 . . . Control interrupting means.

Claims (1)

[Claims] (1) Opening adjustment means that adjusts the opening of the throttle valve to adjust the engine output; and a target throttle valve opening that calculates the target throttle valve opening so that the slip value of the driving wheels becomes the target value; a slip control means for controlling the opening adjustment means to achieve a target throttle valve opening, and a pedal corresponding opening calculation means for calculating a target throttle valve opening according to the depression opening of the accelerator pedal; an opening comparison means for comparing the target throttle valve opening calculated by the pedal corresponding opening calculation means with the target throttle valve opening calculated by the slip control means; and a slip control based on the output of the opening comparison means. When the target throttle valve opening calculated by the slip control means is larger, the control of the opening adjustment means is temporarily interrupted while the calculation of the target throttle valve opening by the slip control means is continued, and then the slip control means The present invention is characterized by comprising a control interrupting means for restarting control of the opening adjustment means by the slip control means so as to maintain the current target throttle valve opening when the calculated target throttle valve opening becomes smaller. Automotive slip control device.