JP2669658B2 - Automotive slip control device - Google Patents

Description

Description: BACKGROUND OF THE INVENTION The present invention relates to an improvement in an automobile slip control device that suppresses and prevents slippage of driving wheels of a vehicle to improve running stability.

(Prior Art) The present applicant has disclosed a slip control device for a vehicle of this type, which detects a slip value of a drive wheel of a vehicle with respect to a driven wheel as disclosed in Japanese Patent Laid-Open No. 31866/1988. At the same time, the target throttle valve opening of the engine is calculated so that the slip value of the drive wheel becomes the target slip value, and the engine output is adjusted by controlling the throttle valve opening to the target throttle valve opening. In addition, while effectively suppressing and preventing the slip of the drive wheels, when the value of the target throttle valve opening exceeds the target throttle valve opening corresponding to the depression amount of the accelerator pedal by a normal driver, It has been proposed that the throttle valve opening control for slip prevention is stopped when it is judged that the slip control is unnecessary.

(Problems to be Solved by the Invention) By the way, in the above-described drive wheel slip control, although the drive wheel slip during the control can be effectively suppressed or prevented, the target throttle valve opening degree becomes the accelerator pedal depression amount. If the throttle valve opening (hereinafter simply referred to as the pedal corresponding opening) is exceeded, the slip control of the drive wheels is stopped. Therefore, if the accelerator pedal is subsequently depressed and the drive wheels slip, Even if the slip control is restarted at this point, the slip convergence control is possible, but there is no way to prevent the slip itself, and it is desirable to prevent the slip itself.

The present invention has been made in view of the above point, and an object thereof is to prevent the occurrence of slippage of the drive wheels due to the subsequent depression of the accelerator pedal even after the slip control is stopped. It is in.

(Means for Solving the Problems) In order to achieve the above object, in the present invention, even if the slip control itself of the drive wheels is stopped, the calculation of the target throttle valve opening by the slip control is continued, If the driver's accelerator pedal re-depresses the pedal-compatible opening and the target throttle valve opening for slip control falls below this level, slip control is restarted at this point and the driver's accelerator pedal is re-depressed. Therefore, it is possible to prevent the occurrence of slip of the drive wheels due to the above.

That is, as shown in FIG. 1, the specific configuration of the present invention is such that the opening degree adjusting means 12 for adjusting the opening degree of the throttle valve 10 to adjust the engine output, and the engine output is set in advance when a slip occurs. Feed-forward control means 29 for feed-forward controlling the opening adjustment means 12 so as to reduce it to a specified value, and following the feed-forward control by the feed-forward control means 29, the slip value of the driving wheel is set to a target value. It is assumed that the vehicle slip control device includes a target throttle valve opening degree and a feedback control means 25 for performing feedback control of the opening degree adjusting means 12 so that the opening degree of the throttle valve 10 becomes the target throttle valve opening degree. And Then, a pedal-corresponding opening calculating means 26 for calculating a target throttle valve opening according to the depression opening of the accelerator pedal 11 and the pedal-corresponding opening calculating means
An opening comparing means 27 for comparing the target throttle valve opening calculated by 26 with the target throttle valve opening calculated by the feedback control means 25; and receiving the output of the opening comparing means 27, When the target throttle valve opening calculated in 25 is larger, the feedback control of the opening adjusting means 12 is temporarily interrupted while continuing the calculation of the target throttle valve opening by the feedback control means 25, and then the above When the target throttle valve opening calculated by the feedback control means 25 becomes smaller than the target throttle valve opening at that time, the feedback control means 25 restarts the feedback control of the opening adjustment means 12 so that the target throttle valve opening is controlled. And means 28.

(Operation) With the above configuration, in the present invention, during slip control of the drive wheels, first, the opening degree adjusting means 12 is feedforward controlled by the feedforward control means 29 and the engine output is controlled to decrease to the set value, and then the feedback is performed. The opening degree adjusting means 12 is feedback-controlled by the control means 25, 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 favorably controlled to the target slip value.

Of the target throttle valve opening corresponding to the opening degree of the accelerator pedal 11 and the target throttle valve opening of the slip control, the latter is larger, and the slip control of the feedback control means 25 is performed even when the slip control is unnecessary. The calculation of the target throttle valve opening is continued, and only the feedback control of the opening adjusting means 12 is temporarily interrupted by the control interrupting means 28. As a result, the opening degree of the throttle valve 10 is adjusted to the target throttle valve opening degree corresponding to the depression amount of the accelerator pedal 11.

Then, after that, when the accelerator pedal 11 is stepped on again by the driver and the target throttle valve opening of the slip control becomes smaller, the target corresponding to the accelerator pedal opening is related to the conventional slip control being stopped. As the opening of the throttle valve increases, the opening of the throttle valve 10 increases, so that the slip of the drive wheel is likely to occur, and the slip control is started only after the slip of the drive wheel occurs. However, in the present invention, when the target throttle valve opening for slip control becomes smaller, the feedback control means
The feedback control of the opening adjusting means 12 by 25 is restarted, and the opening of the throttle valve is immediately feedback-controlled to the target throttle valve opening of the slip control at that time, so that the accelerator pedal 11 can be driven again. The drive torque of the wheels does not become excessive, the slip value of the drive wheels is controlled to the target slip value, and slippage of the drive wheels is prevented in advance.

(Effects of the Invention) As described above, according to the slip control device for an automobile of the present invention, the target throttle valve opening of the slip control is greater than the target throttle valve opening according to the accelerator pedal depression amount. Even when the increased slip control is not needed, the calculation of the target throttle valve opening for slip control is continued, and the target throttle valve opening for slip control becomes smaller as the driver re-presses the accelerator pedal. When the control is required, the throttle valve opening is immediately feedback-controlled to the target throttle valve opening of this slip control, so the slip ratio of the driving wheels when the accelerator pedal is stepped on again can be controlled to the target slip ratio.
It is possible to prevent the occurrence of slippage of the drive wheels when the accelerator pedal is depressed again.

(Embodiment) An embodiment of the present invention will be described below with reference to FIGS.

FIG. 2 shows an overall schematic configuration of a vehicle slip control device according to the present invention, wherein 1 is an engine, and 2 is, for example, a forward 4
In the automatic transmission having one gear and one reverse gear, the engine power changed by the automatic transmission 2 is transmitted to the left and right via a propulsion shaft 3, a differential device 4 and a rear axle 5 arranged behind the transmission 2. Rear wheel
6 and 6, the rear wheel 6 is used as a drive wheel, and the left and right front wheels 7, 7
Is configured as a driven wheel.

Further, a throttle valve 10 for controlling an engine output by controlling an intake air amount is disposed in an intake passage 1a of the engine 1. The throttle valve 10 has an accelerator pedal 11
Has no mechanical interlocking relationship, and is electrically controlled by a throttle actuator 12 composed of a step motor or the like. With the above throttle actuator 12,
The opening degree adjusting means is configured to adjust the opening degree 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 13, 13,... For detecting the rotation speed of the wheels are provided, respectively, and an opening sensor 14, for detecting the opening of the accelerator pedal 11, Steering angle sensor 15, which detects the steering angle,
An acceleration sensor 16 for detecting the acceleration of the vehicle is provided. Thus, the detection signals of each of the above sensors 13 to 16 are
And the like. The controller 20 controls the opening of the throttle valve 10 with the throttle actuator 12 to control the engine output, thereby controlling the slip of the rear wheels (drive wheels) 6. They are controlled and prevented.

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

Next, the slip control by the controller 20 will be described with reference to FIGS. 3 to 12.

First, as explained from the main flow of FIG. 3, after initialization in step S _M1 , detection signals from the above sensors are input in step S _M3 only in the case of various data measurement timings in step S _M2 , Step S _M4
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 by the fifth step.
The determination is made based on the state determination flow shown in FIG.

Then, in step S _M6 , it is determined whether or not the traction control (slip control) is being performed based on the value of the traction flag TRCF. If the slip control is not being performed with TRCF = 0, the process proceeds to step S _M7 corresponding to the opening of the accelerator pedal 11. obtains a target throttle valve opening ATAG that, to the value ATAG and the output value THR to a throttle actuator in step S _M8.

On the other hand, if slip control is being performed, steps S _M9 and S _M9
M10 changes the state of the wheel spin to the value of its state flag JF (JF
= 1 immediately after spin generation, JF = 2 immediately after spin convergence), and immediately after spin generation (JF = 1), step
At S _M11 , the friction coefficient of the road surface (hereinafter referred to as μ of the road surface) is determined based on the road μ estimation flow of FIG. 6, and at the time of the first spin after the start of the slip control (first flag MF = 0) at Step S _M12.
In order to immediately increase reduction control the throttle valve opening at step S _M13 only if, sets a target throttle valve opening TAGETn slip control to a predetermined small opening value SM. On the other hand, when the spin is not the first time (first time flag MF = 1), the step is performed to feedback control the throttle valve opening.
The target slip ratio is calculated in S _M14 and S _M15 based on the target slip ratio determination flow in FIG. 7, and the target throttle valve opening TAGETn corresponding to this target slip ratio is calculated in the target throttle opening calculation flow in FIG. Calculated based on

On the other hand, JF = Immediately after second spin convergence, in order to increase return the throttle valve opening instantly step S _M16, the current target throttle valve opening TAGETn, previous value TAGETn-1 and a predetermined recovery opening value FTAG (Step S in FIG. 6)
Add value with _C2 (value calculated in later).

Thereafter, in order to suppress the excessive brake control of the driving torque at the time of spin generated in step S _M17, it calculates the brake control amount TB based on the brake control flow of FIG. 10, traction Figure 11 at step S _M18 It is determined whether or not the slip control is to be terminated based on the control termination determination flow.

Then, in order to actually control the brake oil pressure that acts on the throttle valve 10 and the drive wheels 6, at the time when the output timing of the control signal comes at step S _M19 , at step S _M20 the throttle valve opening control amount THR The throttle actuator 1
2 and output the brake control amount T _B in step S _M21.
Is output to the brake actuator 21, and the spin state flag JF is set to JF = 0 and the initial flag MF is set to MF = 1 in step S _M22.
, And then return to step S _M2 .

Next, the spin determination flow in FIG. 4 will be described. First,
In step S _A1 , the average speed WFN of the front wheel speeds WFR and WFL of the right and left wheels is obtained, and the rear wheel speeds WRR and WRL of the right and left wheels are obtained.
Of the average rear wheel speed WRR, WRL with respect to the average front wheel speed WFN in steps S _{A2 to} S _A4 , the spin determination value S ₁ near the maximum value (S = 1.25). (For example, S ₁ = 1.125). If both are less than or equal to S ₁ , it is a good time when no spin is generated.
_{At A5} , the spin flag SF is set to 0. If only the right rear wheel is spinning, SF = 1 at step S _A6. If only the left rear wheel is spinning, SF = 2 at step S _A7. When the rear wheel is spinning, SF is set to 3 in step S _A8 , and in the case of spin flags SF = 1, 2, and 3, traction flag TRCF is set to 1 in steps S _{A9 to} S _A11 (spin generation Hour) and return.

Next, the state determination flow of FIG. 5 will be described. In steps S _{B1 to} S _B3 , the values of the previous and current spin flags SF _O , SF are determined. If SF _O = 0 and SF ≠ 0 (immediately after spin generation), the state flag JF = 1 in step S _B4. Set to SFO
Step if ≠ 0 and SF = 0 (immediately after spin convergence)
At S _B5 , the status flag is set to JF = 2.

Then, after the previous value SF _O value SF of this spin flag at step S _B6, the vehicle is judged whether the stack in step S _B7, step S _B8 if not in the stack
To set the stack flag STF = 0, and step S during the stack
_B9 sets STF = 1. In step _SB10 , it is determined whether or not the brake is acting on only one of the left and right wheels (in the case of a split road). If not, the split flag SPF is set to 0 in step _SB11 and the split road is set in step _SB11. In the case of, set SPF = 1 in step _SB12 , respectively.
To return.

The road surface μ estimated flow of FIG. 6, the maximum value Gmax of the longitudinal acceleration G of the slip after generation vehicle grasped based on the output of the acceleration sensor 16 in step S _C1, then step S based on the maximum acceleration Gmax _{In C2} , three zones ZN1 (0G ≦ Gmax <0.05G) and ZN2 (0.05G ≦ Gmax <0.
15G), ZN3 (0.15G ≦ Gmax <0.25G (G is the acceleration of gravity)), and the recovery opening FTAG in the corresponding zone
(The increase in the opening immediately after the convergence of the spin), the basic target slip ratio STAO of the drive wheels in the engine output control, the basic target slip ratio STBO of the drive wheels in the brake control, and the increase in the opening during the increase control of the throttle valve opening. Minute (backup opening) BUF, forced return opening SM immediately after the first spin occurs,
Each and calculates the FUZZY control in the step S _C2 (fuzzy control), is set to the proportional constant KP, a value corresponding to the integration constant KI to zone in the feedback control of the throttle valve opening, the process returns.

Next, in the target slip ratio determination flow in FIG. 7, the basic target slip ratio STAO in the output control of the engine and the basic target slip ratio STBO in the brake control, which are calculated based on the road μ estimation flow in FIG. 6, are corrected. In step _SD1 , the accelerator pedal correction gain ACG that increases from the reference value (= 1) according to the accelerator pedal opening ACC
And calculates a vehicle speed correction gain VG in step S _D2 decreases from the vehicle speed reference value depending on (driven wheel speed WFN) (= 1). Moreover, to calculate the steering angle correction gain STG decreases from a steering operation amount in step S _D3 reference value in accordance with (a steering angle) ANG (= 1).

Then, step S _D4 in the above correction gains based in each basic target slip ratio STAO, STBO the multiplication correction, and each STA, STB of the operation result, and returns.

Next, the target throttle valve opening calculation flow of FIG. 8 will be described. First, in steps S _{E1 to} S _E3 , the left and right driving wheel speeds are set.
The higher speed of WRR and WRL is set as the drive wheel speed SEn to be controlled.

Thereafter, in steps S _E4 and S _E5 , the vehicle speed W of the drive wheel speed SEn
The slip ratio S for FN is set to a predetermined slip ratio S ₃ (for example, S ₃
= 1.02), compared S ₄ (for example, S ₄ = 1.01), in the case of S> 1.02, the opening degree feedback control in Step S _E6 (PI
-PD control) throttle operation amount (increment) ΔTAGET
Is calculated. On the other hand, 1.01> in the case of S, the predetermined value BUF increments progressively forcibly increase control the throttle valve opening (backup control) Subeku, predetermined value determined by the road surface μ estimated flow of FIG. 6 at step S _E7 BUF with throttle operation amount ΔTAGET
Is calculated as Further, when 1.02 ≧ S> 1.01,
To perform control to perform a smooth transition to the feedback control from the backup control (buffer control), calculates the throttle operating amount ΔTAGET in step S _E8.

Then, in step _SE9 , the current target throttle valve opening T
AGETn is calculated from the previous target throttle valve opening TAGETn-1;
It is calculated as an addition value to the throttle operation amount ΔTAGET, and the process returns.

In the engine feedback control flow shown in FIG. 9, the target slip ratio S in the engine control is determined in step S _F1.
Calculates the target driving wheel speed STn by multiplying the vehicle speed WFN to the TA, by subtracting the current driving wheel speed SEn from the target driving wheel speed STn in step S _F2, and calculates the control deviation ENn.

Then, proportional constants KP and FP, integral constants KI and differential constants FD
It calculates the throttle operating amount ΔTAGET by PI-PD control as in step S _F3, the process returns.

Next, referring to the brake control flow of FIG. 10, first, in step _SG1 , the upper limit value of the brake control amount is set in order to prevent a sudden increase in the brake pressure and a shock caused by the sudden decrease in the brake pressure.
Set up BLM.

Then, to control the right brake pressure out of the left and right brake pressures, the slip ratio S of the right driving wheel (= WRR / WFN)
Is compared with a predetermined value S ₅ (for example, S ₅ = 1.0625), and S <1.0625
In the case of a small slip, the brake control is stopped, the brake control amount T _BR of the right driving wheel is set to be released (zero value) in step S _G3 , and the right brake flag B is set in step S _G4.
Set FR to BFR = 3 (when open).

On the other hand, at the time of a large slip of S ≧ 1.0625, step S _G5
Calculates the brake control amount T _BR for the right driving wheel by feedback control (PI-PD control), and then, in step S
If the brake control amount T _BR is T _BR > 0 in _G6 , it is determined that the brake pressure is being increased (especially when T _BR = 0 is maintained), and in steps S _G7 and S _G8 , this control amount T _BR is the upper limit. When it exceeds the value BLM, it is limited to the maximum value BLM of the change width, and the right brake flag BFR is set to BFR = 1 (when increasing pressure) in step S _G9 . On the other hand, it is determined that the braking pressure reduction when the brake control amount T _BR of T _BR <0, the control amount T _BR in step S _G10 and S _G11
There is limited to this (maximum variation width) lower limit -BLM when exceeding the limit value -BLM, sets the right brake flag BFR in step S _G12 to BFR = 2 (at reduced pressure).

And, then, it calculates the brake control amount T _BL of the left drive wheel in the same manner as described above, the process returns.

Finally, the traction control end determination flow of FIG. 11 will be described.

First determine the target throttle valve opening ATAG according to the accelerator pedal position ACC in step S _H1.

Thereafter, the target throttle valve opening degree A at step S _H2
Determine the TAG value, in the case of about ATAG = 0 is set to be terminated traction control, resetting each flag in step S _H3 to S _H5, output to the throttle actuator 12
THR is set to a zero value, and this is set as a control target value TAGETn.

On the other hand, in the case of ATAG ≠ 0 is a further target throttle valve opening ATAG according to the accelerator pedal opening in step S _H6,
Compared target throttle valve opening TAGETn and magnitude of the slip control, ATAG> and to continue the slip control in the case of TAGETn, the target throttle valve opening TAGETn control lower limit value in the slip control in step S _H7 and S _H8 If it is less than (forced lowering opening value SM of immediately after the first spin occurs), after limited in this lower limit SM, the output value THR of the target throttle valve opening TAGETn in step S _H9 to a throttle actuator 12 I do.

On the other hand, in the case of ATAG ≦ TAGETn is to control the throttle valve 10 at the target opening value ATAG according to the accelerator pedal opening, as an output value THR this value ATAG in step S _H10, the control target value so TAGETn And

Then, the current control target value TAGETn as the control target value TAGETn-1 in the previous Step S _H12, returns.

Therefore, in the control flow of FIG. 3, steps S _M6 ,
TRCF = 1 by S _M12 and S _M13 (slip ratio S of driving wheel>
When the spin judgment value S ₁ ) occurs, the throttle actuator (opening adjustment means 12) is feed-forward controlled so that the throttle valve opening is immediately greatly reduced to control the engine output to fall to the set value. While configuring the forward control means 29,
In steps S _M14 , S _M15 , S _M19 , S _M20 , following the feedforward control by the feedforward control means 29, the slip value (slip ratio) of the drive wheels 6 is set to the target value (target slip ratio STA). The feedback control means 25 is configured to calculate the target throttle valve opening TAGETn and feedback control the throttle actuator (opening adjusting means) 12 so as to adjust the throttle valve opening to the target throttle valve opening ΔTAGETn. ing.

Further, in the traction control end determination flow of FIG. 11, step S _H1 constitutes the pedal-corresponding opening calculating means 26 for calculating the target throttle valve opening ATAG corresponding to the depression opening ACC of the accelerator pedal 11. Along with step S _H6 of the determination flow, the target throttle valve opening ATAG calculated by the pedal corresponding opening calculation means 26 is compared with the target throttle valve opening TAGETn calculated by the feedback control means 25. Opening degree comparison means 27
Is composed.

Furthermore, steps S _{H9 to} S 9 of the end determination flow of FIG.
_H11 and steps S _M14 and S _M15 of the control flow in FIG. 3 receive the output of the opening degree comparison means 27 and calculate the target throttle valve opening degree ATAG calculated by the pedal corresponding opening degree calculation means 26 and the feedback control means. Of the target throttle valve opening TAGETn calculated in 25, when the latter is larger (ATAG ≤
TAGETn) is the output TH to the throttle actuator 12.
R is the target throttle valve opening A corresponding to the former accelerator pedal
TAG is set (step S _H10 ) and the opening of the throttle valve 10 is controlled to this target opening ATAG, whereby the feedback control means 25 controls the throttle actuator 12 to be the target throttle valve opening TAGETn. During this period (ATAG ≤ TAGETn), the target throttle valve opening TAGETn in slip control is temporarily interrupted.
Is output to the above throttle actuator 12 THR (= ATA
G) (step S _H11 ), calculation of the throttle operation amount ΔTAGET in the throttle valve opening control by the feedback control means 25, and the target throttle valve opening TAG
While continuing the calculation of ETn (= TAGETn-1 + ΔTAGET) (steps S _M14 , S _M15 ), the target throttle valve opening ATAG corresponding to the current accelerator pedal becomes larger as the driver steps on the accelerator pedal 11 thereafter. , Target throttle valve opening TAGE calculated by feedback control means 25
When Tn (= ATAGn-1 + ΔTAGET) becomes smaller,
The control of the opening of the throttle actuator 12 by the feedback control means 25 is restarted, and the opening of the throttle valve 10 is set to the target throttle valve opening TAGETn (= ATAGn-1 + ΔTAGE).
The control interruption means 28 is adapted to be adjusted to T).

Accordingly, in the above embodiment, during the slip control of the driving wheels 6, as shown in FIG. 13, in the slip ratio S as indicated by the rotational speed rises and the symbol A of the drive wheel 6 is spin determination values S ₁ or more When the slip occurs on the drive wheel 6,
The opening of the throttle valve opening 10 is greatly reduced to the small opening value SM, and when S <S ₁ is returned to it, the recovery opening value FTAG is instantly returned to the control, and then the feedback control of the drive wheel 6 is performed. (PI-PD control) is performed. Then, in order to prevent the slip ratio S of the driving wheels from greatly decreasing below the target value, buffer control and backup control are sequentially performed,
When the rotational speed of the drive wheels starts to increase, thereafter, feedback control (PI-PD control) is performed via buffer control, and as a result, the slip ratio S of the drive wheels 6 converges favorably to the target slip ratio STA. .

Then, the accelerator pedal depression opening decreases, and the target throttle valve opening ATAGn corresponding to the accelerator pedal is changed to the target throttle valve opening TAG of the slip control, as shown by a symbol B in FIG.
When the condition is ETn or less (ATAGn ≦ TAGETn), the throttle valve opening is the target throttle valve opening AT corresponding to the accelerator pedal.
After the control by the AG, when the accelerator pedal 11 is fully closed, the slip control of the drive wheels 6 is stopped. The above is the basic operation of the slip control of the drive wheels 6 in the present embodiment.

Next, the characteristic operation of the present invention will be described. Now, as shown in FIG. 14, the depression opening of the accelerator pedal 11 becomes smaller, and the target throttle valve opening ATAG corresponding to the pedal is the target throttle valve opening TA for slip control TA as shown by the symbol C in the drawing.
When it becomes GETn or less, conventionally, the slip control is stopped at this point. Therefore, after the relation of the target throttle valve opening is reversed again as indicated by the symbol D in the figure, and ATAG> TAGETn, the corresponding target is accompanied by the depression of the accelerator pedal 11 as indicated by the broken line in the figure. The throttle valve opening ATAG becomes a large value, the opening of the throttle valve 10 also becomes large, the rotation speed of the drive wheels 6 rises, and the slip ratio S reaches the spin determination value S ₁ as indicated by the symbol E. The drive wheels 6 may slip. In this case, conventionally, the slip ratio S
Since the slip control at the time of ≧ spin determination values S ₁ is started, the feedback control of the drive wheel 6, buffer control, is performed sequentially backup control, the slip ratio S of the drive wheel 6
Is converged to the target slip ratio STAO, but the occurrence of the initial slip of the drive wheels 6 itself cannot be helped.

However, in the present invention, after the time point ATAG ≦ TAGETn of the symbol C, the throttle valve opening is controlled to the target throttle valve opening ATAG corresponding to the accelerator pedal as in the conventional case, but the slip control by the slip control means 25 is performed. The calculation of the target throttle valve opening TAGETn (= ATAGn-1 + ΔTAGET) is continued. As a result, the driver depresses the accelerator pedal 11 and at the time of the symbol D, ATAGn> TAGETn
However, at this point, the throttle valve opening is controlled by the control interruption means 28 at the target throttle valve opening TAGETn (= ATAGn-1 + ΔTAGET) in slip control by the control interruption means 28 at this point.
Since the slip ratio S of the drive wheel 6 is adjusted to the target slip ratio satisfactorily, slip does not occur as in the conventional case, and even when the accelerator pedal is re-depressed such that ATAGn> TAGETn, the drive wheel 6, It is possible to prevent 6 slips from occurring.

FIG. 12 shows a modified example of the flow for determining the end of traction control of the drive wheels 6, and in the above embodiment, the slip control was stopped only when the accelerator pedal 11 was fully closed.
In the condition of ≤TAGETn, the slip ratio S of the drive wheels 6 becomes small, and the drive wheels 6 are stopped if the slip is difficult to occur.

In other words, the traction control end determination flow in FIG. 12 is basically the same as the determination flow in FIG. 11 (the same steps are denoted by the same reference numerals and description thereof is omitted). ₁₁ to S ₁₃ at a rotational speed WRR of the left and right drive wheels 6, leave calculates the larger slip ratio S of the WRL, the slip ratio S is a predetermined value S _O (e.g. 1.00 <S _O at step S ₁₄ < If less than 1.125), steps S _{I5 to} S _I7
To reset each flag, and throttle actuator 12
The output THR is set to zero and the control target value TAGETn is set to end the slip control.

[Brief description of the drawings]

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 an overall schematic configuration diagram, FIGS. 3 to 12 are flowchart diagrams showing slip control of driving wheels by a controller, FIG. 13 and FIG. FIG. 14 is an operation explanatory view. 1 ... engine, 6 ... drive wheel, 10 ... throttle valve,
11 …… accelerator pedal, 12 …… throttle actuator (opening adjustment means), 20 …… controller (control device), 25 …… feedback control means, 26 …… pedal compatible opening calculation means, 27 …… opening comparison Means, 28 ... control interruption means, 29 ... feedforward control means.

Claims (1)

(57) [Claims] 1. A feed-forward control for opening degree adjusting means for adjusting an engine output by adjusting an opening degree of a throttle valve, and the opening adjusting means for reducing the engine output to a preset value when a slip occurs. And a feed-forward control by the feed-forward control means, the target throttle valve opening is calculated so that the slip value of the driving wheel becomes a target value, and the opening of the throttle valve is adjusted to the target throttle valve opening. Feedback control means for feedback-controlling the opening adjustment means so as to adjust the opening, and pedal-compatible opening calculation means for calculating a target throttle valve opening corresponding to the opening of the accelerator pedal, and pedal-compatible opening calculation means The target throttle valve opening calculated by the opening calculation means is played by the feedback control means. Opening degree comparing means for comparing the calculated target throttle valve opening degree with the calculated target throttle valve opening degree; receiving the output of the opening degree comparing means, when the target throttle valve opening degree calculated by the feedback control means is larger, the feedback control means When the feedback control of the opening adjustment means is temporarily interrupted while continuing the calculation of the target throttle valve opening by, the target throttle valve opening calculated by the feedback control means becomes smaller, And a control interruption means for restarting the feedback control of the opening adjustment means by the feedback control means so as to obtain the target throttle valve opening.