JPH0799099B2 - Vehicle acceleration slip control device - Google Patents

Description

TECHNICAL FIELD The present invention relates to an acceleration slip control device for a vehicle, which suppresses acceleration slips of driving wheels generated during vehicle acceleration.

[Prior Art] Conventionally, as one of the vehicle acceleration slip control devices,
A device that suppresses the acceleration slip by controlling the output torque of the internal combustion engine by opening and closing a sub-throttle valve that is installed in parallel with the main throttle valve that interlocks with the accelerator pedal when an acceleration slip occurs on the drive wheels is known. (For example, Japanese Patent Laid-Open Nos. 61-60331 and 62
-237047).

[Problems to be Solved by the Invention] However, in the above device, when the acceleration slip does not occur in the drive wheels, the sub-throttle valve is fully opened,
When the acceleration slip occurs, the sub-throttle valve is driven from the full open to the closed direction, so it takes time to control to the target opening. Furthermore, since the response delay of the drive system of the sub-throttle valve also overlaps, there is a long time lag from the start of control until the output torque of the internal combustion engine is suppressed, and the rotation of the drive wheels is quickly suppressed immediately after the occurrence of acceleration slip. There was a problem that I could not do it.

In order to eliminate such a delay, it is considered to immediately suppress the output torque of the internal combustion engine by fuel cut control or ignition timing retard control immediately after the occurrence of acceleration slip, but there is a restriction on those controls. There is. That is, in the fuel cut control and ignition timing retard control, there is a tendency that the catalyst is easily heated by the catalytic reaction and the rise in exhaust temperature.
In particular, when the cooling water temperature for increasing the fuel amount is low, the above tendency becomes remarkable, and therefore fuel cut control and ignition timing retard control cannot be executed in such an operating region.

Therefore, the present invention has been made for the purpose of promptly suppressing the acceleration slip by opening and closing the sub-throttle valve immediately after the occurrence of the acceleration slip of the vehicle.

[Means for Solving the Problem] That is, the gist of the present invention is, as illustrated in FIG. 1, provided in parallel with a main throttle valve M4 provided in an intake passage M2 of an internal combustion engine M1 and linked to an accelerator pedal M3. The sub-throttle valve M5, the driving wheel speed detecting means M6 for detecting the driving wheel speed, and the acceleration slip detecting means M8 for detecting the acceleration slip of the driving wheel M7 generated during vehicle acceleration with the driving wheel speed as one parameter. When the acceleration slip is detected by the acceleration slip detecting means M8, the sub-throttle valve M5 is opened and closed until the acceleration slip does not occur on the drive wheels M7.
An acceleration slip control device M9 for controlling the output torque of the internal combustion engine M1, and an acceleration slip control device for a vehicle comprising: a rotation speed detection device for detecting the rotation speed of the internal combustion engine M1.
M10, a sub-throttle valve maximum opening calculating means M11 for calculating the maximum opening of the sub-throttle valve M5 based on the detected rotation speed, and a main throttle valve opening for detecting the opening of the main throttle valve M4. When the opening / closing control of the sub-throttle valve M5 by the degree detection means M12 and the acceleration slip control means M9 is not performed, the opening degree obtained by adding a predetermined value to the detected opening degree of the main throttle valve M4 and Sub-throttle valve opening control means M1 for controlling the sub-throttle valve M5 to a smaller opening of the calculated maximum opening of the sub-throttle valve M5
This is in the vehicle acceleration slip control device characterized by the provision of 3 and.

[Operation] In the vehicle acceleration slip control device of the present invention configured as described above, when the rotation speed detection means M10 detects the rotation speed of the internal combustion engine M1, the maximum opening degree of the sub-throttle valve is detected based on the rotation speed. Calculation means M11 calculates the maximum opening degree of the sub-throttle valve. Further, the main throttle valve opening detection means M12 detects the opening of the main throttle valve.

Here, if the opening / closing control of the sub-throttle valve M5 by the acceleration slip control means M9 is not performed, the sub-throttle valve opening control means M13 determines the opening degree obtained by adding a predetermined value to the opening degree of the main throttle valve M4. The sub-throttle valve M5 is controlled to a smaller opening of the maximum opening of the sub-throttle valve M5.

On the other hand, the acceleration slip detecting means M8 is the driving wheel speed detecting means.
When the acceleration slip of the drive wheel M7 is detected by using the drive wheel speed detected by M6 as one parameter, the acceleration slip control means M9 opens / closes the sub-throttle valve M5 to control the output torque of the internal combustion engine M1. That is, when the acceleration slip is detected, the acceleration slip control means M9 detects the opening of the sub-throttle valve M5 set immediately before the detection (the opening of the main throttle valve M4 plus a predetermined value). The control is started from the maximum opening of the throttle valve M5, whichever is smaller. Then, after that, the acceleration slip control means M9 controls the opening / closing of the sub-throttle valve M5 until the acceleration slip does not occur on the drive wheels M7.

Embodiments Embodiments of the present invention will be described below with reference to the drawings.

First, FIG. 2 is a schematic configuration diagram showing the overall configuration of an acceleration slip control device of an embodiment in which the present invention is applied to a front engine / rear drive (FR) type vehicle using an internal combustion engine 2 as a power source.

As shown in the figure, in the intake passage 4 of the internal combustion engine 2, a surge tank 4a for suppressing pulsation of intake air is formed, and upstream of the surge tank 4a, a main throttle valve 8 that is opened and closed in conjunction with an accelerator pedal 6 and a drive motor. A sub-throttle valve 12 opened and closed by 10 is provided in parallel. For the main throttle valve 8 and the sub throttle valve 12,
A main throttle valve opening sensor 14 and a sub-throttle valve opening sensor 16 for detecting the opening are provided respectively, and detection signals from these sensors are input to the acceleration slip control circuit 20.

The acceleration slip control circuit 20 includes the left and right drive wheels (rear wheels) 22RL, 2
The output torque of the internal combustion engine 2 is controlled by detecting the acceleration slip generated in 2RR and opening and closing the sub-throttle valve 12 via the drive motor 10. The acceleration slip control circuit 20 receives detection signals from various sensors that detect the running state of the vehicle in order to perform the acceleration slip control. That is, the acceleration slip control device includes a rotation speed sensor for detecting the rotation speed of the crankshaft 2a of the internal combustion engine 2 as a sensor for detecting the running state of the vehicle.
30, the left and right driven wheel speed sensors 32FL, 32FR for detecting the rotational speed of the left and right driven wheels (front wheels) 22FL, 22FR, and the average rotational speed of the left and right driven wheels 22RL, 22RR (hereinafter referred to as the drive wheel speed) For detection, a drive wheel speed sensor 40 provided on the output shaft of a transmission 38 for transmitting the rotation of the Crac shaft 2a to the left and right drive wheels 22RL, 22RR via a propeller shaft 34 and a differential gear 36 is provided. Detection signals from each sensor are input to the acceleration slip control circuit 20.

Next, the acceleration slip control circuit 20, as shown in FIG.
The CPU 20a, the ROM 20b, the RAM 20c, the backup RAM 20d, the input / output port 20e, and the common bus 20f that connects these parts are mainly configured as a logical operation circuit. The detection signal from the opening sensor 16 is directly
In addition, rotation speed sensor 30, left and right driven wheel speed sensors 32FL, 32F
Detection signals from R and the drive wheel speed sensor 40 are indirectly input to the input / output port 20e via the waveform shaping circuit 20g. In addition, the input / output port 20e drives the drive motor 10 of the sub-throttle valve 12 to drive the sub-throttle valve 1.
A drive circuit 20h is connected to control the target opening θSO, and the sub-throttle valve 1 is connected via the drive circuit 20h.
The opening and closing control of 2 can be executed.

Hereinafter, the acceleration slip control circuit 20 configured as described above
The acceleration slip control executed in step 2 will be described in detail with reference to the flowchart shown in FIG.

This processing is performed for a predetermined time (several msec.) After the internal combustion engine 2 is started.
It is repeatedly executed every time, and when the process is started, first, step 100 is executed to judge whether or not the main throttle valve 8 is currently in the fully closed state and the execution condition of the acceleration slip control is satisfied. To do. Then, if the execution condition of the acceleration slip control is not satisfied, the routine proceeds to step 110, where the counter CEND and the flag FS for executing the acceleration slip control are reset, and the routine proceeds to step 120.

In step 120, the rotation speed NE of the internal combustion engine 2 is obtained based on the detection signal from the rotation speed sensor 30, and a rotation speed-maximum opening degree map (previously stored in the ROM 20b) as shown in FIG. 5 is used. The maximum opening θMAX of the sub-throttle valve 12 is calculated according to the rotation speed NE (θMAX = G (N
E)), and then in step 130, an opening obtained by adding a predetermined opening γ to the opening θM of the main throttle valve 8 is obtained as a target opening θSO of the sub-throttle valve 12 (θSO =
θM + γ), and proceeds to step 140. In the above map, the maximum opening θMAX is set to an opening that can guarantee the amount of intake air required to operate at the current rotational speed NE.

In step 140, it is determined whether the target opening θSO of the sub-throttle valve 12 has exceeded the maximum opening θMAX. If it has not exceeded, the process is terminated. If it exceeds, the process proceeds to step 150 and the sub-throttle valve 12 is opened. 12 target opening θS
The O is set to the maximum opening θMAX, and the process ends.

On the other hand, when it is determined in step 100 that the execution condition of the acceleration slip control is satisfied, the process proceeds to step 160,
Based on the detection signals from the left and right driven wheel speed sensors 32FL and 32FR, the average rotational speed of the left and right driven wheels 22FL and 22FR is calculated as the vehicle body speed VF, and the process proceeds to step 170, step 1
At 70, by multiplying the calculated vehicle speed VF by a preset target slip ratio (for example, 1.2), the driving wheels 22RL,
22RR target rotation speed (hereinafter referred to as target drive wheel speed) VS
To calculate. Then, in the following step 180, the drive wheel speed obtained based on the detection signal from the drive wheel speed sensor 40.
Deviation Δ between VR and target drive wheel speed VS obtained in step 170
V (= VR-VS) is calculated as the slip amount of the driving wheel.

Next, at step 190, it is determined whether or not the control execution flag FS set at the start of execution of the acceleration slip control in the process described later is in the set state (FS = 1), that is, whether the acceleration slip control is currently being executed. Control execution flag FS
If the acceleration slip control is not executed in the reset state, the process proceeds to step 200.

In step 200, the slip amount ΔV obtained in step 180
Drive wheels 36RL, 36R depending on whether or not is a positive value
Determine whether R has an acceleration slip. If ΔV ≦ 0, it is determined that no acceleration slip has occurred on the drive wheels, and the routine proceeds to step 110.

If it is determined in step 200 that ΔV> 0, it is determined that an acceleration slip has occurred in the drive wheels 36RL, 36RR,
The process proceeds to the following step 210, the control execution flag FS is set, and the process proceeds to the following step 220. In step 220,
The rotational speed NE of the internal combustion engine 2 is obtained based on the detection signal from the rotational speed sensor 30, and the rotational speed-based on this rotational speed NE.
Using the opening map (stored in ROM20b in advance),
The target sub-throttle valve opening θSO, which is the initial value for starting the acceleration slip control, is calculated, and the process ends.

On the other hand, if it is determined in step 190 that the control execution flag FS is set and the acceleration slip control is being executed, the process proceeds to step 230. In step 230, step 180
The opening / closing control amount ΔθS of the sub-throttle valve 12 is obtained using the following equation (1) ΔθS = β1 · Δ + β2 · ΔV (1) with the slip amount ΔV and the differential value Δ obtained in step 1 as parameters, and step 240 The target sub-throttle valve θSO is updated by subtracting this value ΔθS from the target sub-throttle valve opening θSO set when the process was executed last time, and the process proceeds to step 250.

The target output torque of the internal combustion engine 2 is determined by another control process based on the set target sub-throttle valve opening θSO, but the description is omitted because it is not an essential part of the present invention.

Next, at step 250, it is judged if the updated target sub-throttle valve opening θSO exceeds the main throttle valve opening θM. Then, if θSO> θM, the routine proceeds to step 260, where a counter CEND for measuring the state of θSO> θM is incremented and then proceeds to step 270. On the contrary, if θSO ≦ θM, the process proceeds to step 280, the counter CEND is reset, and the process is temporarily terminated.

Further, in step 270, it is determined whether or not the value of the counter CEND exceeds a predetermined value K2, that is, whether or not the state of θSO> θM has passed for a predetermined time or more. If CEND ≦ K2, the process is once performed as it is. Finished, otherwise drive wheels no longer 22
When it is determined that the acceleration slip does not occur in RL, 22RR, the process proceeds to step 110 and the initialization process is executed, and then the processes from step 120 to step 150 are performed.

Note that steps 180 and 200 correspond to the above-mentioned acceleration slip detection means M8, and step 120 corresponds to the sub-throttle valve maximum opening calculation means M11.

In the acceleration slip control device of the present embodiment configured as described above and executing the acceleration slip control, when the execution condition of the acceleration slip control is not satisfied, the sub-throttle valve 12 has the maximum opening θMAX as the upper limit. The throttle valve 12 is controlled to be opened from the opening θM by an opening γ.

On the other hand, if an acceleration slip occurs on the drive wheels 36RL and 36RR,
Since the opening degree of the sub-throttle valve 12 is reduced from the opening degree θSO set immediately before the occurrence of the acceleration slip, the target opening degree is controlled faster than the case where the opening degree is reduced from the fully open state.

For example, as shown in the column (A) of FIG. 6, when the accelerator pedal 6 is rapidly depressed when the vehicle starts and the opening of the main throttle valve 8 is changed from fully closed to fully open (indicated by a dashed line in the figure). ), Sub throttle valve 12 opening θSO
(Indicated by the solid line in the figure) starts from the opening γ and is linked to the opening increase of the main throttle valve 8 (θSO = θ
M + γ) rises and reaches the maximum opening θMAX. Furthermore, as the engine speed NE increases, the maximum opening θMAX
Also rises (θMAX = G (NE)).

Therefore, when the drive wheel speed VR exceeds the target drive wheel speed VS and an acceleration slip is detected (at time T in the figure),
The sub-throttle valve 12 is controlled from the opening θMAX to the target opening. At this time, since the sub-throttle valve 12 is driven in the closing direction from the maximum opening θMAX, it is quickly closed completely. However, since the conventional acceleration slip control device changes from full opening to full closing, it takes time to drive the sub-throttle valve at high speed (indicated by a broken line in the figure).

Therefore, as shown in columns (B) and (C) of FIG. 6, in the conventional acceleration slip control device, immediately after the occurrence of the acceleration slip, the rotational speed of the internal combustion engine is promptly suppressed and the drive wheel speed is appropriately adjusted. Although it was difficult to control (indicated by the broken line in the figure), in the acceleration slip control device of the present embodiment, the rotational speed NE of the internal combustion engine 2 is rapidly decreased by the acceleration slip control described above, and the drive is performed. The wheel speed VR also becomes the target drive wheel speed VS and is controlled so that optimum acceleration is obtained (shown by the solid line in the figure).

As described above, in this embodiment, the sub-throttle valve 12 can be quickly controlled to the target opening immediately after the occurrence of the acceleration slip, so that the time lag from the start of the acceleration slip control to the suppression of the output torque of the internal combustion engine 2 is shortened. Therefore, the acceleration slip can be quickly suppressed immediately after the occurrence of the acceleration slip.

Further, since the opening / closing angle of the sub-throttle valve 12 is controlled to the necessary minimum, it is not necessary to operate the drive motor 10 at high speed. Therefore, the drive motor 10 is not burdened and the service life is extended.

Further, in the conventional acceleration slip control device that performs the acceleration slip control by the fuel cut immediately after the occurrence of the acceleration slip, the suppression of the acceleration slip is delayed when the fuel cut cannot be performed such as when the cooling water temperature is low. However, the acceleration slip can be quickly suppressed.

In this embodiment, when the acceleration slip control is not performed,
Although the opening of the sub-throttle valve 12 is set to open a fixed opening γ with respect to the opening of the main throttle valve 8, the opening γ may be set according to the engine speed NE.

Further, in the above embodiment, the target drive wheel speed VS is set based on the vehicle body speed VF obtained from the rotational speeds of the left and right driven wheels 22FL and 22FR, and the drive is performed from the deviation ΔV between the target drive wheel speed VS and the drive wheel speed VR. Although it is configured to detect the acceleration slip of the wheels 22RL and 22RR, as is well known in the art, the slip ratio of the drive wheels is obtained from the vehicle speed and the drive wheel speed, and the acceleration is calculated from the deviation between this value and the target slip ratio. The slip may be detected, or the target drive wheel speed may be obtained by multiplying the drive wheel speed by a predetermined acceleration, and the acceleration slip may be detected from the deviation between the target drive wheel speed and the drive wheel speed. .

[Advantages of the Invention] As described in detail above, in the vehicle acceleration slip control device of the present invention, the maximum opening degree of the sub-throttle valve and the main opening degree calculated based on the rotation speed of the internal combustion engine immediately after the occurrence of the acceleration slip of the vehicle. The opening control of the sub-throttle valve is started from the smaller opening of the opening of the throttle valve and a predetermined value. Therefore, the sub-throttle valve can be quickly controlled to the target opening immediately after the occurrence of the acceleration slip, and the acceleration slip can be quickly suppressed.

[Brief description of drawings]

FIG. 1 is a basic configuration diagram illustrating the present invention, FIG. 2 is a schematic configuration diagram showing the overall configuration of an acceleration slip control device of an embodiment, and FIG. 3 is a block diagram showing the configuration of an acceleration slip control circuit. FIG. 4 is a flowchart showing the acceleration slip control process executed by the acceleration slip control circuit, FIG. 5 is a graph showing the correlation between the maximum opening of the sub-throttle valve and the engine rotation speed, and FIG. 6 is the acceleration slip. It is explanatory drawing which shows operation | movement of control processing. M1,2 …… internal combustion engine, M2,4 …… intake passage M3,6 …… accelerator pedal M4,8 …… main throttle valve M5,12 …… sub throttle valve M6 …… driving wheel speed detection means (40 …… Drive wheel speed sensor) M7,22RL, 22RR …… Drive wheel M8 …… Acceleration slip detection means M9 …… Acceleration slip control means M10 …… Rotation speed detection means (30 …… rotation speed sensor) M1 …… Sub throttle valve maximum Opening calculation means M12 …… Main throttle valve opening detection means (14 …… Main throttle valve opening sensor) M13 …… Sub throttle valve opening control means 20 …… Acceleration slip control circuit

Claims (1)

[Claims] 1. A sub-throttle valve provided in an intake passage of an internal combustion engine and arranged in parallel with a main throttle valve interlocking with an accelerator pedal, drive wheel speed detecting means for detecting a drive wheel speed, and the drive wheel speed As one parameter, an acceleration slip detection means for detecting an acceleration slip of the driving wheels generated at the time of vehicle acceleration, and when the acceleration slip detection means detects the acceleration slip, a period until the acceleration slip does not occur on the driving wheels thereafter. An acceleration slip control device for controlling the output torque of the internal combustion engine by opening and closing the sub-throttle valve, and an acceleration slip control device for a vehicle, the rotational speed detection device detecting a rotational speed of the internal combustion engine. A sub-throttle for calculating the maximum opening of the sub-throttle valve based on the detected rotation speed Valve maximum opening calculation means, main throttle valve opening detection means for detecting the opening of the main throttle valve, and opening / closing control of the sub-throttle valve by the acceleration slip control means are not detected. A sub-throttle valve opening control for controlling the sub-throttle valve to the smaller opening of the opening of the main throttle valve plus a predetermined value and the calculated maximum opening of the sub-throttle valve. A vehicle acceleration slip control device characterized by including: