JPH07107374B2 - Vehicle drive force control device - Google Patents

Description

TECHNICAL FIELD The present invention relates to a vehicle driving force control in which a throttle valve mechanically uncoupled from an accelerator operator is controlled to open and close according to an operation of the accelerator operator. Regarding the device.

(Prior Art) A conventional vehicle driving force control device is disclosed in
The device described in JP-A-60-43133 is known.

This conventional device is a vehicle engine output control device that controls the engine output by changing the fuel supply amount to the engine according to the accelerator pedal position, in a drive wheel rotation speed detection means, a non-drive wheel rotation speed detection means, Calculating means for calculating the slip ratio between the tire and the road surface from the outputs of both detecting means, comparing means for comparing the calculated slip ratio and the set slip ratio, and a control output based on the accelerator pedal position when the calculated slip ratio is large. And a slip ratio control means for outputting a signal for forcibly reducing the fuel supply to the engine.

(Problems to be Solved by the Invention) However, in such a conventional vehicle driving force control device, when the slip ratio of the drive wheels exceeds the set slip ratio, the current throttle opening is controlled in the closing direction. However, when the slip is converged, the throttle is opened up to the throttle opening corresponding to the preset accelerator operation amount, so that there is a problem that a re-slip occurs while trying to return to the throttle opening that caused the slip. Cause

In order to solve the above problem, the applicant changes the map to a lower map in which the increase ratio of the throttle opening to the accelerator operation amount is reduced every time the drive wheel slip ratio exceeds the set slip ratio, and the map is retained in the lower map. At the same time, after avoiding the slip, the map is prohibited in the low accelerator region, the map is raised in the middle accelerator region with the condition that the accelerator is further increased and the map is the upper limit, and the map is reached in the high accelerator region even if the accelerator is not further increased for a predetermined time. We have proposed a driving force control device that controls climbing (Japanese Patent Application No. 61-162248).
issue).

With this device of the prior application, it is possible to prevent sudden acceleration in the low accelerator region, to ensure a smooth acceleration feeling in the medium accelerator region, and to improve acceleration in the high accelerator region. Even if a full accelerator operation is performed in anticipation of sudden acceleration based on the judgment that a road with a low coefficient of friction has entered the road with a high coefficient of friction,
Because it does not climb the map, it is inferior in rapid acceleration. Also, since the map does not rise even in the low accelerator region, the acceleration performance is poor.

(Means for Solving Problems) The present invention has been made for the purpose of solving the above problems, and in order to achieve this object, the present invention uses the following solving means.

The solution means of the present invention will be described with reference to the claim correspondence diagram shown in FIG. 1. According to the wheel speed obtained from the driving wheel speed detection means a and the vehicle body speed obtained from the vehicle body speed detection means b, the slip ratio between the tire and the road surface is obtained. A slip ratio calculating means c, an accelerator operation amount detecting means d for detecting an accelerator operation amount for an accelerator operator, an actual throttle opening value detecting means e for detecting an actual throttle opening value of a throttle valve, and an accelerator. Map setting means f for setting a plurality of throttle opening degrees with respect to the manipulated variable as a control characteristic map, and each time the slip ratio exceeds the set slip ratio, the currently selected control characteristic map corresponds to the accelerator manipulated variable. Select a lower-level control characteristic map with a reduced throttle opening increase ratio, and until the newly set slip ratio is exceeded. A map selecting means g for holding the lower control characteristic map as it is, an accelerator closing operation detecting means k for detecting an accelerator closing operation when the accelerator operation amount is equal to or less than a set value close to a fully closed state, and a slip ratio of a predetermined slip. An accelerator closing operation map selecting means m for selecting a predetermined control characteristic map that is equal to or less than the ratio and has a high rate of increase in throttle opening with respect to the accelerator operation amount, prior to the map selection by the map selecting means g; Target throttle opening value setting means h for obtaining a target throttle opening value based on the control characteristic map selected by the map selecting means g or accelerator closing operation map selecting means m and the accelerator operation amount, and the actual throttle opening To the throttle actuator i with a control signal for matching the degree value with the target throttle opening value. It was a means, characterized in that comprises a throttle valve opening control means j, a to and output.

(Operation) During traveling, the slip ratio calculating means c calculates the slip ratio between the tire and the road surface by the wheel speed obtained from the driving wheel speed detecting means a and the vehicle body speed obtained from the vehicle body speed detecting means b.

When the drive wheels slip during traveling on a low friction coefficient road or the like, every time the slip ratio exceeds the set slip ratio in the map selecting means g, the accelerator operation amount is calculated from the currently selected control characteristic map. A lower control characteristic map with a reduced throttle opening increase ratio is selected. By this map drop control, the throttle valve operates in the closing direction, so the driving force is reduced and drive wheel slip is prevented.

Then, after the map drop control as described above is performed,
In the map selecting means g, the lower control characteristic map is maintained as it is until the newly set slip ratio is exceeded, so that even after avoiding the drive wheel slip, the drive force slip immediately returns to the previous drive force level. And re-slip is prevented.

Furthermore, when the road surface friction coefficient changes from a low friction coefficient road to a high friction airway, a control characteristic map is selected in which the increase ratio of the throttle opening to the accelerator operation amount is low due to the low friction coefficient road traveling. In the closing operation map selecting means m, a predetermined control characteristic map having a high throttle opening increase rate is selected in preference to the map selection by the map selecting means g.

Therefore, when the road surface friction coefficient changes from the low friction coefficient road to the high friction coefficient road, the driver can positively express his / her intention to cancel the slip suppression control by performing the accelerator closing operation to the control device. Therefore, at the time of starting or accelerating thereafter, it is possible to secure desired startability and acceleration that meet the expectations of the driver.

(Examples) Examples of the present invention will be described in detail below with reference to the drawings.

In describing this embodiment, a drive force control device applied to a rear-wheel drive vehicle will be taken as an example.

First, the configuration of the embodiment will be described.

As shown in FIG. 2, the power train P of the rear-wheel drive vehicle to which the driving force control apparatus A according to the embodiment is applied includes an engine 10,
Transmission 11, propeller shaft 12, rear differential 13, rear drive shafts 14, 15, rear wheels 1
Equipped with 6,17.

The front wheels 18 and 19 are non-driving wheels.

In the driving force control apparatus A of the embodiment, the accelerator pedal 20 which is an accelerator operator and the throttle valve 22 provided in the throttle chamber 21 which is the intake system of the engine 10 are mechanically uncoupled, and an accelerator control wire, etc. Accelerator pedal 20 and throttle valve 22 instead of the mechanical connection of
And a rear wheel rotation speed sensor 30, a right front wheel rotation speed sensor 31, a left front wheel rotation speed sensor 32, an accelerator potentiometer 33 as input sensors, and a throttle valve control circuit as arithmetic processing means. 34, and a step motor 35 as a throttle actuator.

The rear wheel rotation speed sensor 30 is a drive wheel speed detecting means, is provided on the input shaft portion of the rear differential 13, and outputs a rear wheel rotation signal (vr) corresponding to the rear wheel rotation speed V _R.

An optical sensor, a magnetic sensor, or the like is used as the rear wheel rotation speed sensor 30, and when a pulse signal is output as the rear wheel rotation signal (vr), the throttle valve control circuit 34
In the input interface circuit 341 inside, the F / V converter converts to a voltage according to the frequency of the pulse signal, and the A / D converter converts the voltage value to a digital value.
342 and memory 343.

The right front wheel rotation speed sensor 31 and the left front wheel rotation speed sensor 32
Is a vehicle speed detecting means, which is provided at each axle portion of the front wheels 18 and 19, and rotates the right front wheel rotation signal (vfr) and the left front wheel rotation according to the right front wheel rotation speed V _FR and the left front wheel rotation speed V _FL. Output signal (vfl).

The signal conversion for the CPU 342 of the throttle valve control circuit 34 to read the output signals from both the front wheel rotation speed sensors 31 and 32 is performed in the same manner as the rear wheel rotation speed sensor 30.

The accelerator potentiometer 33 is a means for detecting the absolute accelerator operation amount 1, is provided at the position of the accelerator pedal 20, and outputs an absolute accelerator operation amount signal (l) corresponding to the absolute accelerator operation amount 1.

The output signal from the accelerator potentiometer 33 is
Since it is an analog signal based on a voltage value, it is converted into a digital value by the A / D converter of the input interface circuit 341 and read into the CPU 342 or the memory 343.

The throttle valve control circuit 34 processes the input information from the input sensor and the information temporarily or preliminarily stored in the memory 343 in accordance with a predetermined arithmetic processing procedure and outputs a pulse to the step motor 35 which is a throttle actuator. An electronic circuit centered on a microcomputer that outputs a control signal (c). As internal circuits, an input interface circuit 341, a CPU (central processing unit) 342, a memory (RAM, ROM) 343, and an output interface circuit 344 are provided. I have it.

As shown in FIG. 3, the memory 343 having a function as map setting means of the throttle valve control circuit 34 has eight types of upper and lower limits as a control characteristic map of the throttle opening θ with respect to the absolute accelerator operation amount 1. The area control characteristic maps # 0 to # 7 are set, and each of the maps # 0 to # 7 is set.
# 7 corresponds to the throttle opening θ that produces the maximum driving force when the road surface friction coefficient μ is set to Table 1 below.

The upper limit of each map # 0 to # 7 is the absolute accelerator operation amount.
It is formed by the line connecting the throttle opening maximum value at 3/4 and the zero reference point, and the line of the throttle opening maximum value at the absolute accelerator operation amount 3/4 to 4/4, and the lower limit is the absolute accelerator operation amount. It is formed by a line that connects the throttle opening maximum value at the amount of 4/4 and the zero reference point.

The memory 343 of the throttle valve control circuit 34 stores the fourth
As shown in the figure, the relationship characteristic between the relative accelerator operation amount Δl and the throttle opening change amount Δθ is set as a cubic curve characteristic.

The throttle valve control circuit 34 includes a slip ratio calculating means, a relative accelerator operation amount detecting means, an actual throttle opening detecting means, an accelerator closing operation detecting means, a map selecting means, and a throttle opening change amount described in the claims. Computing means,
Target throttle opening value setting means and throttle valve opening / closing control means are included.

It should be noted that the actual throttle opening detection means is the S from the CPU 342 of the throttle valve control circuit 34 to the output interface circuit 344.
The memory 343 receives the TEP command signal at the same time, and this memory 343 receives it.
Is a means of an internal circuit configuration for writing and counting the number of STEPs, and the actual throttle opening value θ ₀ is read to the CPU 34 at any time according to a read command from the CPU 342.

Further, the map selecting means includes a map ascending selecting means and a map dropping selecting means.

The step motor 35 is an actuator that opens and closes the throttle valve 22 and includes a rotor and a plurality of stators having an excitation winding, and a forward rotation direction and a reverse rotation direction depend on how a pulse is applied to the excitation winding. Rotate one step at a time.

Next, the operation of the embodiment will be described.

First, the flow of the throttle valve opening / closing control operation in the CPU 342 will be described with reference to the flowchart of the main routine shown in FIG. 5 and the flowchart of the subroutine shown in FIG.

Note that the processing in the main routine of FIG. 5 is performed in a predetermined cycle (for example, 20
msec) is a constant time interrupt process, and the process in the subroutine of FIG. 6 is appropriately started in the main routine according to the signal output cycle to the step motor 35 determined by this constant time interrupt. oci (output compare interrupt) interrupt processing.

(A) Initial setting In the main routine shown in Fig. 5, insert the engine key into the key cylinder and turn the ignition switch from OFF to O.
Starting is started from the time of switching to N, and at the time of the first processing operation, it is judged whether it is the first time (step
100), and proceed to the next initialization step 101.

In this initialization step 101, MAPFLG
= 0, and clears all other information such as FLG and reference values l ₀₀ and θ ₀₀ .

(B) Slip rate calculation processing The calculation processing of the slip rate S between the tire and the road surface is performed in steps.
Steps 102 to 107 are performed.

First, based on the input signals from the respective rotation speed sensors 30, 31, 32, the rear wheel rotation speed V _R , the right front wheel rotation speed V _FR , the left front wheel rotation speed V
_FL is read (step 102), then front wheel rotation speed V _F
Is calculated (step 103).

The formula for calculating the front wheel rotation speed V _F is And is calculated by the average value.

Next, it is determined whether or not the rear wheel rotation speed V _R, which is the driving wheel, is 40 km / h or more (step 104). If V _R ≧ 40 (km / h), the process proceeds to step 105, and in this step 105 The slip ratio S is calculated.

The calculation formula of the slip ratio S is Is.

When it is determined in step 104 that V _R <40 (km / h), the front-rear wheel rotation speed difference ΔV (= V _R −V _F ) is calculated (step 106) and calculated. The slip ratio S is set according to the front-rear wheel rotation speed difference ΔV (step 107).

Accordingly, the slip ratio S obtained in step 105 or step 107, when expressed in the graph becomes as shown in FIG. 7, the set slip ratio S ₀ in the control operation of the slip ratio S is less, S ₁ , the threshold when compared to S _2.

(C) Control Information Setting Process The control information setting process used in the map selecting process and the accelerator work determining process, which will be described later, is performed in steps 150 to 154.

First, sampled at two periods before treatment, the accelerator pedal depression amount that is treated as the last absolute accelerator operation amount l ₁ in the process of one cycle before is set as a second preceding absolute accelerator operation amount l ₂ (step 150).

Further, the accelerator pedal depression amount sampled in the processing one cycle before and treated as the absolute accelerator operation amount l ₀ this time is set as the previous absolute accelerator operation amount l ₁ (step 151).

Next, the current accelerator pedal depression amount is sampled and read as the current absolute accelerator operation amount l ₀ and the current throttle valve opening as the actual throttle opening value θ ₀ (step 152).

Next, by subtracting the previous absolute accelerator operation amount l ₁ from the set current absolute accelerator operation amount l ₀ , 1
Period before the current relative accelerator operation amount [Delta] L ₀ is the change amount of the accelerator pedal depression amount from the time of processing is calculated (step 153), also the second last absolute accelerator operation amount l ₂ is subtracted from the last absolute accelerator operation amount l ₁ As a result, the previous relative accelerator operation amount ΔL ₁ that is the amount of change in the accelerator pedal depression amount that has changed from the processing time two cycles ago to the processing time one cycle ago is calculated (step 154).

(D) Map upstream selection processing This processing is performed when the area control characteristic is in the area control characteristic map lower than the uppermost control characteristic map by the map drop selection means described later.

The map ascending selection process for selecting a higher region control characteristic map in which the increase ratio of the throttle opening θ with respect to the absolute accelerator operation amount 1 is selected from the currently selected region control characteristic map is step 110 to step 119, step 161 to This is performed in steps 163 and 132 to 134.

First, it is determined whether the absolute accelerator operation amount l ₀ this time is greater than or equal to the high set accelerator operation amount l _H (step 11
Five).

The high set accelerator operation amount l _H in the embodiment is set to l _H = 3/4 which is a kick-down region boundary when the maximum accelerator operation amount is 1.

Further, it is determined whether or not the absolute accelerator operation amount l ₀ this time is equal to or more than the low set accelerator operation amount l _L (step 25
0). The low set accelerator operation amount l _L in the embodiment is set to 1 _L = 1/4 as the low accelerator operation area boundary.

Then, in step 115, l ₀ <l _H and in step 250, l ₀ > l _L
If it is judged that (that is, if l _L ≤ l ₀ <l _H ), whether the relative accelerator operation amount ΔL ₀ this time is ΔL ₀ > 0, that is, whether or not the accelerator pedal 20 is being depressed. It is determined (step 110), and then, whether the slip ratio S is S ≦ S ₀ (for example, S ₀ = 0.1), that is, whether the drive wheel slip hardly occurs at the set slip ratio S ₀ or less. Is determined (step 111), and then the actual throttle opening value θ ₀ is θ ₀ ≧ θ _MAX , that is, the actual throttle opening value θ ₀ is the throttle opening upper limit based on the previously selected area control characteristic map. The value θ _MAX is determined (step 112), and then MAPFLG is MAPFL.
Whether G = 0, that is, a map that allows map ascent #
1 to # 7 is determined (step 113),
Only when all of these map ascending conditions are satisfied, the process proceeds to step 114, the number of MAPFLG (# 1 to # 7) is lowered by 1 (step 114), and the map becomes one step higher as the area control characteristic map. Transition.

When any one of the map ascending conditions described in steps 110 to 113 is not satisfied, the area control characteristic map selected at that time is held until all of the map ascending conditions are newly satisfied.

If l ₀ ≧ l _H is determined in step 115, it is determined whether the slip ratio S is S ≦ S ₀ (for example, S ₀ = 0.1) (step 116), and S ≦ S ₀ Step 117
Then, it is judged whether or not the timer is up. If the timer is not up, the flow advances to step 118 to increase the timer value.

In this way, step 115 → step 116 → step 117
→ If the flow of step 118 is continuously repeated and it is determined in step 117 that the timer is up,
In step 161, it is determined whether MAFLG is MAPFLG = 0, that is, whether the map can be mapped up to # 1 to # 7. If l ₀ ≧ l _H , S ≦ S ₀ continues for a predetermined time, and MFPFLG ≠ 0.
If all of the above map up conditions are satisfied, step 16
The process proceeds to 2 and the MAPFLG number (# 1 to # 7) is lowered by 1, and the map shifts to a map one level higher than the area control characteristic map.

Steps 119 and 163 are timer clear steps, and when the slip ratio S is S> S ₀ and when the map ascending control is completed, the timer is cleared for the next timer value count. .

Further, the set time T _{0 for} which the timer is up in the embodiment is 0.8 sec.
Is set to.

In normal accelerator work, the map raising process is performed based on the above-described control operation. However, when the condition that the accelerator is being closed at a low slip ratio is satisfied, the map raising process is given priority over the above-described map raising process. The process of selecting (map # 0 in the embodiment) is performed in steps 132 to 134.

First, in step 132, it is determined whether the slip ratio S is S ≦ S ₀ (for example, S ₀ = 0.1), that is, the set slip ratio S _0.
In the following, it is determined whether or not the drive wheel slip has almost occurred, and in step 133, the absolute accelerator operation amount l
_When it is determined whether ₀ is equal to or less than the set value lc for the full-closed determination, and the conditions of the above step 132 and step 133 are satisfied,
In step 134, MAPFLG having the highest control gain is set to 0, and the timer is cleared.

Therefore, even when the lower maps (# 1 to # 7) are selected due to the map dropping due to traveling on a low friction coefficient road, etc.,
When S ≦ S ₀ and l ₀ ≦ lc, the map # 0 is preferentially selected without increasing the map stepwise depending on time.

(E) Map drop selection process The map drop selection process of selecting the lower region control characteristic map in which the increase ratio of the throttle opening θ to the absolute accelerator operation amount 1 is lower than the currently selected region control characteristic map is the step 120. ~ Performed in step 131.

First, the slip ratio S and the first set value S ₁ (for example, S ₁ = 0.
1) is compared with, and the upper limit for dropping one map is S> S ₁
It is determined whether or not the drive wheel slip has occurred (step 120). If S> S ₁ , the process proceeds to the next step 121, and it is determined whether FLAG · A = 0 or not, and FLAG · A = If it is 0, FLAG · A = 1 is set (step 122), and in the next step 123, MAPFLG = 7.
It is judged whether or not, and when MAPFLG ≠ 7, the condition for dropping one map (S> S ₁ and MAPFLG ≠ 7) is satisfied.
The MAPFLG number (# 0 to # 6) is increased by 1 (step
124), and shifts to a map one step lower as the area control characteristic map.

After dropping one map in step 124,
In step 120, it is determined that S ≦ S ₁ , FLAG · A = 0 is set after step 125, and unless S> S ₁ is newly established, the selection process of dropping one map is not performed,
The area control characteristic map selected by dropping one map in step 124 is held as it is. However, FLAG
If A = 1, the process proceeds from step 121 to step 126, and the case is satisfied when the condition of S> S _{2 to} be dropped, which will be described later, is satisfied.

In addition, when proceeding from the step 124 to the next step 126,
The slip ratio S and the second set value S ₂ (for example, S ₂ = 0.3) are compared, and whether S> S ₂ which is the condition for dropping one map, that is, whether excessive drive wheel slip has occurred If S> S ₂ , the process proceeds to the next step 127, and it is determined whether FLAG · B = 0. If FLAG · B = 0, FLAG · B = 1 is set (step 12
8) In the next step 129, it is determined whether or not MAPFLG = 7. When MAPFLG ≠ 7, the condition for dropping one map (S> S ₂ and MAPFLG ≠ 7) is satisfied. The number of MAPFLG (# 0
~ # 6) is increased by 1 (step 130), and the area control characteristic map moves to a map one step lower.

After dropping one map in step 130,
In step 126, it is determined that S ≦ S _2, and after step 131, FLAG · B = 0 is set, and unless S> S ₂ is newly established, the selection process of dropping one map is not performed.
The area control characteristic map selected by dropping one map in step 130 is retained as it is.

(F) Setting of area control characteristic map In step 140, an area control characteristic map having the same number as the MAPFLG number selected by the progress of the map ascending selection processing and the map omission selection processing described above is set.

(G) When the map holding process l ₀ ≦ l _L , the steps 110 to 114 of the map ascending selection process are bypassed at the above-mentioned step 250, so that the currently selected area control characteristic map is held as it is. It will be.

When l ₀ ≤l _L , naturally l ₀ ≤l _H , so step 11
No signal is input to the other map up-link selection processing of 6 to step 119 and step 161 to step 163.

Further, in step 164, it is determined whether or not the absolute accelerator operation amount l ₀ this time exceeds the low set accelerator operation amount l _L , and when l ₀ > l _L , the accelerator work determination process described later in steps 155 to 157 is performed. If l ₀ ≦ l _L, no matter what accelerator operation is performed, steps 158 and 159
To update the reference values l ₀₀ and θ ₀₀ , the throttle opening θ along the lower limit of the selected region control characteristic map
Becomes

In addition, the low set accelerator operation amount l _L in the embodiment is set to 1 _L = 1/4 as a small accelerator operation region boundary.

Further, when l ₀ ≦ l _L , in step 250 described above, steps 110 to 114 of the map ascending selection processing are bypassed, so that the selected area control characteristic map is retained as it is.

(H) Accelerator Work Discrimination Processing In the accelerator work discrimination processing, since the reference for obtaining the relative accelerator operation amount ΔL is the constant speed traveling accelerator operation, in order to determine whether or not the constant speed traveling accelerator operation is performed, This is the process performed in steps 155 to 159 based on the information obtained in steps 150 to 154.

First, the accelerator work judgment logic uses the previous relative accelerator and the operation amount ΔL ₁ and the current relative accelerator operation amount ΔL ₀ ,
When the accelerator pedal operation determination is made that the accelerator pedal 20 is being operated in the stepping direction continuously from the processing two cycles before (the affirmative in step 155, the affirmative in step 156), or continuously. If it is determined that the deceleration accelerator operation is in the process of returning (negative in step 155, negative in step 157), the next step 160
Go to.

When the accelerator pedal 20 is stopped and held at that position (negative in step 155, affirmative in step 157), the operating direction of the accelerator pedal 20 is switched from the stepping direction to the returning direction (step 155). Is positive, negative in step 156) or vice versa (negative in step 155, positive in step 157), the change amount of the accelerator pedal depression amount includes 0 from an increase including 0. It is determined that the accelerator is operating at a constant speed that decreases or increases, and the routine proceeds to step 158, where the absolute accelerator operation amount l ₀ is set as the accelerator operation amount reference value l _{00, and the} operation proceeds to step 159. The throttle opening value θ ₀ is set as the throttle opening reference value θ ₀₀ .

(I) Relative accelerator stroll calculation process After the above-described accelerator work determination process is performed, the routine proceeds to step 160, where the relative accelerator operation amount ΔL is calculated.

The arithmetic expression of this relative accelerator operation amount ΔL is ΔL = l ₀ −l
_Since it is ₀₀ , at the time of acceleration accelerator operation or deceleration accelerator operation, it is calculated as the operation change amount from the time when the constant speed traveling accelerator operation is first performed to the absolute accelerator operation amount l ₀ this time. Also, at the time of the first constant speed running accelerator operation,
ΔL = l ₀₀ −l ₀₀ , and the relative accelerator operation amount ΔL becomes zero.

(E) Throttle opening change amount calculation In step 170, the throttle opening change amount Δθ is calculated based on the relative accelerator operation amount ΔL obtained in step 160 and the ΔL-Δθ characteristic diagram shown in FIG.

(L) Target throttle opening value setting process Temporary target throttle opening value θθ obtained by the throttle opening reference value θ ₀₀ and the throttle opening change amount Δθ calculated in step 170, and set in step 140 Region control characteristic map and absolute accelerator operation amount this time
l ₀ (or accelerator operation amount reference value l ₀₀ ) is compared with the throttle opening upper limit value θ _MAX and the throttle opening lower limit value θ _MIN to set the target throttle opening value θ ^*. It is performed from 180 to step 185.

First, in step 180, the temporary target throttle opening degree value θθ is set to the throttle opening reference value θ ₀₀ and the throttle opening change amount Δθ.
Arithmetic expression for adding the door, is obtained by θθ = θ ₀₀ + Δθ.

The process of comparing the provisional target throttle opening value θθ with the throttle opening upper limit value θ _MAX and the throttle opening lower limit value θ _MIN first determines whether the provisional target throttle opening value θθ is greater than or equal to the throttle opening upper limit value θ _MAX. Judged (step 181),
throttle opening upper limit theta _MAX is set as the target throttle opening value theta ^* in the case of θθ> θ _MAX (Step 18
2). If θθ ≤ θ _MAX , it is determined whether the provisional target throttle opening value θθ is less than or equal to the throttle opening lower limit value θ _MIN (step 183). If θθ <θ _MIN , the throttle opening lower limit value θ _MIN is set as the target throttle opening value θ ^* (step 184). Also, θ _MIN ≤ θ θ ≤
In the case of θ _MAX , the provisional target throttle opening value θθ is set as it is as the target throttle opening value θ ^* (step 185).

That is, the target throttle opening degree value θ ^* is set as a value existing in the area of the selected area control characteristic map.

(2) Throttle valve opening / closing control process When the target throttle opening value θ ^* is determined by the above-mentioned target throttle opening value setting process, the actual throttle opening value θ
_The processing for operating the throttle valve 22 in the direction in which ₀ matches the target throttle opening value θ ^* is performed in steps 200 to 202 in the main routine of FIG. 5 and steps 300 to 304 in the subroutine of FIG. .

First, the deviation ε is calculated by subtracting the actual throttle opening value θ ₀ from the target throttle opening value θ ^* (step 20
0), on the basis of the deviation ε obtained by this calculation, the motor speed of the step motor 35 is calculated, the forward rotation, the reverse rotation, and the holding are determined, and the activation cycle of the oci interrupt routine is obtained (step 201). The oci interrupt routine (FIG. 6) is started according to the operation control content of the step motor 35 set in 201 (step 202).

Next, a flowchart of the oci interrupt routine will be described with reference to FIG.

First, a determination is made as to whether or not a hold command output for holding the state of the step motor 35 as it is is being output (step 300),
When the holding command is output, the stator side excitation state of the step motor 35 is held (step 301).

When the hold command is not output, the step motor 35
It is determined whether or not the reverse rotation command for reversing is output (step 302). When the reverse rotation command is output, S
TEP is set to STEP-1 (step 303), and the pulse signal for obtaining STEP-1 is output to the step motor 35 (step 301). Further, at the time of outputting a normal rotation command for rotating the step motor 35 in the normal direction, STEP is set to STEP + 1 (step 304), and a pulse signal for obtaining STEP + 1 is output to the step motor 35 (step 301).

The oci interrupt routine is repeated within the start cycle of the main routine according to the start cycle set in step 201.

Next, according to the throttle opening control operation diagram shown in FIG.
The map upstream control will be described.

First, this control operation is an example of the case where the vehicle is driven from a snow road or the like where drive wheel slip is likely to occur to a dry road where drive wheel slip is not likely to occur and an acceleration operation is performed. Map # 6 is selected on the snow road. This is the case of acceleration from the start of the vehicle when the vehicle is in motion.

a) When l <1/4 When the absolute accelerator operation amount l is l <1/4, the process proceeds to step 158 and step 159 according to the determination in step 164 of the above-described flowchart, and the reference values l ₀₀ and θ _{00 are} always maintained. Is updated, no matter what accelerator operation is performed from the time the vehicle is stopped,
The throttle valve 22 opens along the lower limit of Map # 6.

b) When 1/4 <l <3/4 When the absolute accelerator operation amount 1 is 1/4 <l <3/4, the determination contents in steps 110 to 113 of the above-mentioned flowchart, that is, ΔL ₀ > 0, S ≤ S ₀ , θ ₀ ≤ θ _MAX , MAPFL
When all the conditions of G ≠ 0 are satisfied, the area control characteristic map goes up to the upper map.

Therefore, when the accelerator pedal 20 is being depressed and if the above-described map ascending condition is satisfied, the map is sequentially ascended in response to an increase in the absolute accelerator operation amount 1 as shown in the drawing. The throttle valve 22 opens while gradually increasing the opening gain of the throttle opening θ.

c) When l ≧ 3/4 When the absolute accelerator operation amount l is l ≧ 3/4, the judgment contents in steps 116, 117 and 161 of the above-mentioned flowchart, that is, S ≦ S ₀ is t ₀ time. Continue, MAPFLG ≠
When all the conditions of 0 are satisfied, the area control characteristic map goes up to the upper map.

Therefore, when the accelerator pedal 20 is being depressed or held to be depressed and the above-described map ascending condition is satisfied, the region is set every time the set time t ₀ elapses as shown in FIG. The control characteristic map goes up one by one, and the throttle valve 22 opens as the map goes up.

d) Accelerator closing operation When the driver enters a dry road from a snowy road, the driver visually recognizes the road as having a high friction coefficient and opens the accelerator pedal to a position close to fully closed. And the slip ratio condition (S ≦ S ₀ ) is satisfied, the region control characteristic map # 0 having the highest control gain is selected in preference to the above-mentioned map rising.

Therefore, the accelerator closing operation by the driver is an act of expressing the intention to release the control to the driving force control device, and the responsiveness to the accelerator depressing operation is the highest at the time of the subsequent traveling, and the rapid acceleration is possible at the target throttle opening of 100%. It is possible to travel based on the area control characteristic map # 0.

As described above, in the driving force control device of the embodiment, the effects listed below can be obtained.

The set l-θ control characteristic map is the area control characteristic map, and the opening / closing control of the throttle opening θ is based on the relative accelerator operation amount ΔL based on the absolute accelerator operation amount l during constant speed traveling operation. Since it is carried out, the opening / closing control gain of the throttle valve 22 is obtained in accordance with the accelerator work within the map area, and it is possible to ensure both good acceleration performance of the vehicle and prevention of large vehicle speed changes during constant-speed running operation. .

As shown in Fig. 4, the ΔL-Δθ characteristic is a cubic curve characteristic, which prevents a tingling sensation when the accelerator is slightly depressed and achieves high acceleration when a large amount is depressed. To be done.

As shown in FIG. 7, the slip ratio S is determined by the front-rear wheel rotation speed difference ΔV when the vehicle body speed is low.
High detection accuracy and high calculation accuracy are not required at low vehicle speeds where the slip ratio S changes due to, and map up control, map drop control, and throttle fully closed control are performed by the calculated value of the slip ratio S due to calculation error. Nor.

In the small accelerator operation amount region where the absolute accelerator operation amount l ₀ is l ₀ ≤l _L this time, the region control characteristic map selected at that time is held without going up the map. Correspondence with degree θ is stable,
The throttle valve 20 does not open wide even if the accelerator pedal 20 is slightly depressed to move up the map, and it is possible to prevent large torque fluctuations in the low accelerator operation amount region and to perform delicate accelerator operation. Is.

When l ₀ ≤l _L when starting the vehicle when the vehicle is stopped, if the lower limit of the region control characteristic map is set, the control gain of the throttle opening θ with respect to the absolute accelerator operation amount 1 should be minimized. It becomes possible to perform a more delicate accelerator operation.

This time, when the absolute accelerator operation amount l ₀ is l _L <l ₀ <l _H , the map ascending control of the region control characteristic map in the intermediate accelerator operation amount region is such that the slip ratio S is S when the accelerator pedal 20 is depressed. Since it is performed on condition that ≦ S ₀ , how to open the throttle valve 22 corresponds to the accelerator operation, the driver does not feel uncomfortable, and a natural acceleration feeling can be obtained.

Further, since the condition is that the actual throttle opening value θ ₀ is the throttle opening upper limit value θ _MAX , there is no sudden increase in engine driving force.

This time, in the map ascending control of the region control characteristic map in the high accelerator operation amount region when the absolute accelerator operation amount l ₀ is l ₀ ≦ l _H , the slip ratio S is S ≦ S ₀ , and the setting time T ₀ continues. Since it is performed under the condition that the driver is in the high accelerator operation amount, a high acceleration feeling intended by the driver can be obtained in the high accelerator operation amount region.

Since the condition of l ₀ ≦ l _H indicating the driver's willingness to accelerate is added, even if there is no direct correspondence between the absolute accelerator operation amount 1 and the throttle opening θ, the accelerator operation does not feel uncomfortable.

The map drop control of the area control characteristic map is performed on condition that the slip ratio S is S> S ₁ and FLAG · A = 0. After being dropped, the slip ratio is once S ≦
Also it becomes S _1, or satisfies the map up condition, until the slip ratio S exceeds newly set slip ratio S ₁ or S ₂ in order to lower the area control characteristic map is held as it is, the driving wheel slip Even after the avoidance, there is no immediate return to the previous drive force level at which the drive wheel slip occurred, and re-slip is prevented.

Further, as to fall further maps When newly exceeds the set slip ratio S _1, since for the generation of the driving wheel slip is controlled only in a direction to reduce the driving force to reduce the throttle opening theta, drive There is no hunting that accompanies the increase or decrease in force, and jerk vibration is prevented.

Even when the region control characteristic map in which the increase ratio (control gain) of the throttle opening θ to the absolute accelerator operation amount 1 is low is selected, the slip ratio condition (S ≦ S ₀ ) and the accelerator operation condition (l ₀ ≦ lc) When the above condition is satisfied, the region control characteristic map # 0 with the highest control gain is selected with priority, so that the driver can positively express the intention to cancel the slip suppression control by the accelerator closing operation, and the subsequent start. When starting or accelerating, the starting and accelerating ability of the rod that meets the expectations of the driver is secured.

For example, if the accelerator close operation is performed at the time of entry from a low friction coefficient road to a high friction coefficient road, high running acceleration on the high friction coefficient road is secured, and if the accelerator close operation is performed at zero start after slip. , High start acceleration is secured.

However, there is no problem as described below even when the driver is not actively willing to cancel the slip suppression control when the accelerator is closed.

For example, performing the accelerator closing operation when traveling on a low friction coefficient road can be regarded as the driver performing the slip suppressing operation after recognizing the occurrence of slip.
Even if the map # 0 is selected, the driver can be expected to operate the accelerator with sufficient caution.

Also, when the vehicle restarts from a stop, the accelerator is closed unknowingly. At this time, the specific map # 0 is selected, which means that the acceleration feeling when restarting is always the same. And brings ease of driving.

Although the embodiment of the present invention has been described in detail above with reference to the drawings, the specific configuration is not limited to this embodiment, and the present invention can be applied even if there is a design change or the like within a range not departing from the gist of the present invention. included.

For example, although the embodiment shows an example in which a plurality of area control characteristic maps having upper and lower limits are set, a linear control characteristic map such as a straight line, a polygonal line or a curved line may be used, or an area control characteristic map having only an upper limit may be used. Good.

Further, in the embodiment, the example in which the predetermined control characteristic map selected at the accelerator closing operation is set to the map # 0 has been shown, but another specific map may be selected such as selecting the map # 1. Further, it is also possible to select a map that is a predetermined number higher than a predetermined number, such as selecting a map that is three steps higher than the currently selected map.

Further, in the map drop control, the number of maps to be dropped may be determined according to the degree of increase in the slip ratio, taking into consideration the time change rate of the slip ratio.

Further, although one characteristic is shown as the ΔL-Δθ characteristic in the embodiment, for example, when the map # 0 is selected, Δθ based on the characteristic of the solid line is added when the characteristic shown by the dotted line in FIG. 4 is added. May be set, and when maps # 1 to # 7 are selected, Δθ may be set based on the characteristic of the dotted line. In this case, the control gain of the throttle opening with respect to the absolute accelerator operation amount is traveled. It can be adapted to the road surface condition, and the drive wheel slip can be prevented in advance.

Further, when the slip ratio exceeds a new set value, the throttle valve may be unconditionally fully closed to avoid the drive wheel slip early.

(Effects of the Invention) As described above, in the vehicle driving force control device of the present invention, each time the slip ratio exceeds the set slip ratio, the accelerator operation amount is calculated based on the currently selected control characteristic map. In addition to selecting a lower control characteristic map with a reduced throttle opening increase ratio, a map selecting means for holding the lower control characteristic map as it is until the newly set slip ratio is exceeded, and a slip ratio below a predetermined slip ratio. In addition, at the time of accelerator closing operation, the accelerator closing operation map selecting means for selecting a predetermined control characteristic map with a high rate of increase in throttle opening relative to the accelerator operation amount prior to the map selection by the map selecting means is provided. Therefore, the driver's intention to release the slip suppression control can be positively expressed by performing the accelerator closing operation. As you come, you will be able to demonstrate the startability and acceleration that will meet the expectations of the driver when you drive thereafter.

[Brief description of drawings]

FIG. 1 is a diagram corresponding to the claims showing the vehicle driving force control device of the present invention, FIG. 2 is an overall view showing the driving force control device of the embodiment of the present invention, and FIG. 3 is a throttle valve control circuit of the embodiment device. FIG. 5 is a region control characteristic map diagram that is set, and FIG. 4 is a relative characteristic diagram of relative accelerator operation amount-throttle opening change amount that is set in the throttle valve control circuit of the embodiment apparatus.
FIG. 6 is a flow chart showing a main routine of control operation in the throttle valve control circuit of the embodiment, FIG. 6 is a flow chart showing a subroutine of control operation in the throttle valve control circuit of the embodiment, and FIG. FIG. 8 is a slip ratio threshold characteristic diagram, and FIG. 8 is an explanatory diagram showing changes in the throttle opening degree in map up control. a: driving wheel speed detecting means b: vehicle speed detecting means c: slip ratio calculating means d: accelerator operation amount detecting means e: actual throttle opening value detecting means f: map setting means g: map Selection means h ... Target throttle opening value setting means i ... Throttle actuator j ... Throttle valve opening / closing control means k ... Accelerator closing operation detecting means m ... Accelerator closing operation map selecting means

Front Page Continuation (56) References JP-A-54-88527 (JP, A) JP-A-61-1543 (JP, A) JP-A-63-147939 (JP, A)

Claims (1)

[Claims] 1. A slip ratio calculating means for calculating a slip ratio between a tire and a road surface based on a wheel speed obtained from a driving wheel speed detecting means and a vehicle body speed obtained from a vehicle body speed detecting means, and an accelerator operation amount for an accelerator operator. The accelerator operation amount detecting means for detecting the throttle opening, the actual throttle opening value detecting means for detecting the actual throttle opening value of the throttle valve, and the relationship between the throttle opening and the accelerator operation amount are set as a plurality of control characteristic maps. A map setting means, and each time the slip ratio exceeds the set slip ratio, a lower control characteristic map in which the increase rate of the throttle opening with respect to the accelerator operation amount is lowered from the currently selected control characteristic map is selected. A map selection means for holding the lower control characteristic map as it is until the set slip ratio is exceeded. Accelerator closing operation detection means that detects the accelerator closing operation when the cell operation amount is less than or equal to the set value close to full closing, and the throttle opening for the accelerator operation amount when the slip ratio is less than the predetermined slip ratio and the accelerator closing operation is performed. Accelerator closing operation map selecting means for selecting a predetermined control characteristic map having a high increase ratio in preference to map selection by the map selecting means, and control selected by the map selecting means or accelerator closing operation map selecting means Target throttle opening value setting means for obtaining a target throttle opening value based on a characteristic map and the accelerator operation amount, and a control signal for matching the actual throttle opening value with the target throttle opening value is output to the throttle actuator. And a throttle valve opening / closing control means for controlling the vehicle. Driving force control device.