JPH02275033A - Traction controller for vehicle - Google Patents

Abstract

PURPOSE:To prevent any valve closing due to causes other than normal control over a sub-throttle valve by preventing any throttle check at time of starting operation, in a device which performs learning of an on-off position the sub- throttle valve by means by the throttle check of this valve being driven by a motor. CONSTITUTION:A main throttle valve 4 interlocking with an accelerator pedal 3 and a sub-throttle valve 6 being situated at the upstream side and driven by a DC motor 5 both are installed in an intake air system. When it is so judged that slip control is required by a traction control part 12 on the basis of each output of respective wheel speed sensors 10, 11, target opening of the sub-throttle valve 6 is operated, and the motor 5 is controlled according to a deviation between the target opening and the actual opening by a throttle sensor 7 by a throttle control part 13. In addition, after engine starting, the sub-throttle valve 6 is once fully opened or closed and the position is detected (throttle check), and a secular change is learned and compensated, but in this case, when a starter switch is in an on-state, the throttle check is made so as not to be performed.

Description

[Detailed Description of the Invention] [Field of Industrial Application] The present invention relates to a traction control device for a vehicle used for slip control of drive wheels, and in particular aims at safety related to the operation of a sub-throttle valve of a tandem throttle actuator. The present invention relates to a traction control device.

[Conventional technology]

As described in Japanese Patent Application Laid-Open No. 61-116033, a tandem traction control device for a vehicle that performs slip control of the drive wheels has an electrically driven auxiliary throttle valve disposed upstream of a main throttle valve that is linked to the accelerator pedal. There is a type of throttle actuator that uses a type of throttle actuator, and in the same document, the opening speed of the sub-throttle valve is controlled according to the maximum value of the vehicle's driving wheel acceleration17. Trying to perform slip control.

Similarly, there is a traction control device described in Japanese Patent Application Laid-Open No. 62-7954 that is related to the opening direction drive of the auxiliary throttle valve of a tandem type slit actuator, which is calculated based on the running speed of the vehicle. The target opening degree for opening the valve is set based on the difference between the reference speed detected by the detection means and the drive wheel speed detected by the detection means, thereby shortening the slip control time and obtaining good acceleration performance.

On the other hand, an example of a traction control device using a throttle actuator with a valve hole is disclosed in Japanese Patent Application Laid-Open No. 62-18888.
There is one described in No. 0, which uses an electric motor to
Drive the rotating body i~1, drive the rotating body - and the throttle valve w A'
to open and close the throttle valve, drive the second rotating body via the accelerator pedal, transmit the rotation of the second rotating body to the first rotating body, and open and close the throttle valve. It is structured as follows.

[Problems that the invention attempts to solve]

In a traction control system using a tandem throttle actuator, when a slip condition is detected, the target opening of the sub-throttle valve corresponding to the slip condition is determined, and while the actual opening of the sub-throttle valve is detected, the sub-throttle valve is Control is performed to eliminate the slip condition by adjusting the opening of the sub-throttle valve so that the actual opening becomes the target opening.In this case, the determination of the target opening of the sub-throttle valve and the detection of the opening are This is done based on the fully closed and fully open positions of the throttle valve. However, the fully closed and fully open positions of the sub-throttle valve are not constant due to variations during assembly and changes over time during operation. When controlling the throttle valve, the target opening recognized within the control device does not necessarily match the actual opening of the sub-throttle valve, and even though the position of the sub-throttle valve is detected, This does not mean that the actual opening degree is detected and an error occurs.

As a countermeasure to this problem, it is possible to operate the sub-throttle valve in the fully closed and fully open positions, detect the positions, and correct for variations, changes over time, etc. while learning the fully open and fully open positions based on the detected values. In this specification, this is referred to as "learning control of the fully closed and fully open positions of the auxiliary throttle valve" or simply "learning control of the auxiliary throttle valve", and is performed for this purpose to detect the fully open and fully open positions of the auxiliary throttle valve. is called a "throttle check."

By the way, when performing such learning control of the sub-throttle valve,
The question is in what state of the vehicle should the throttle check be performed?The most common idea is to reset the microcomputer in the control device when the ignition switch is turned on and the power is turned on, and then perform the throttle check. However, if a throttle check is performed at such timing, the following problems will occur.

(1) Immediately after the ignition switch is turned on, it is normal to turn on the starter switch and start the starter, but in this case, the battery terminal voltage decreases due to cranking during the starting operation, causing The microcontroller enters the reset state again, recognizes that the ignition switch has been repeatedly turned ON and OFF, and unnecessarily fully closes and fully opens the auxiliary throttle valve. This adversely affects the starting operation and causes anxiety to the driver. It will give you a feeling.

(2) If a momentary disconnection or voltage drop occurs in the wiring related to the control device during normal driving, the microcomputer in the control device will automatically detect when the ignition switch is turned on even in this state. The determination is made and the sub-throttle valve is fully closed or fully opened. In this case, since the vehicle speed is controlled by the main throttle valve to the state intended by the driver, when the sub throttle valve is fully opened, the vehicle stalls, resulting in a dangerous situation.

There are also other problems with conventional traction control devices.

That is, in the device described in JP-A-62-188880 that uses a throttle actuator in the valve hole, if some kind of failure occurs in the electric motor that controls the throttle valve, the second rotation The configuration allows the throttle valve to be driven directly from the body.

On the other hand, in a device using a tandem throttle actuator as described in JP-A No. 61-116033, the electrically driven sub-throttle valve is normally returned to the fully open position and fixed by a spring. This condition is created by a main throttle valve that is linked to the accelerator pedal. If some kind of failure occurs in the control system during control of the sub-throttle valve, the control is terminated and the sub-throttle valve is returned to the fully open position by a return spring. Therefore, the vehicle speed can then be controlled by the driver's normal operation of the main throttle valve, and the throttle actuator itself has a fail-safe structure against runaway.

However, consideration has been given to the fact that if a failure occurs in the control system that causes the sub-throttle valve to close when the sub-throttle valve is not controlled, the sub-throttle valve that was in the fully open position will close. If such a failure occurs while the vehicle is traveling on a highway or the like, the auxiliary throttle valve may close against the driver's intention, leading to a sudden stall.

In other words, in a control device using a conventional tandem throttle actuator, safety against runaway can be addressed by the configuration of the device itself, but safety against closing of the sub-throttle valve requires careful consideration11. There was a problem that there wasn't one.

It is an object of the present invention to provide a 1-rough control control device for a vehicle that can prevent the auxiliary throttle valve from closing due to causes other than regular control. Detects the closed and fully open positions 1-5 Vehicle i that can correct changes over time and variations during assembly, and prevent the sub throttle valve from closing due to unnecessary throttle checks when starting the engine or while driving. - To provide a rough silicon control device.

Still another object of the present invention is to provide a vehicle that can prevent the auxiliary throttle valve from closing due to a failure in the control system.

[Means to solve the problem]

According to the first invention, in order to achieve the object 1.
A tandem type slit actuator has a main throttle valve that is linked to the accelerator pedal and a sub-throttle valve that is electrically driven. In the traction control device for a vehicle, the learning control means has a function of not performing the throttle check at least when a starter switch is in an ON state;
More preferably, the starter switch is O1? A traction control device characterized by adding a function of not performing the thrower 1 check until a certain period of time has passed after switching to F, or when the vehicle is in a running state.
': 7. An I-rough control device is provided which is characterized by the addition of a function that does not perform a torque check.1. Ru.

Further, in order to achieve the above object, according to the second invention,
In a tandem-type traction control device for a vehicle equipped with a 7-torque actuator, which has a main throttle valve linked to the accelerator pedal and a sub-throttle valve that is electrically driven,
mechanical restraint means for mechanically restraining the movement of the sub-throttle valve in the closing direction when the sub-throttle valve is in the open position; - A controller F is provided for controlling the mechanical restraint means so as to maintain the mechanical restraint of the collar means and release the mechanical restraint when the mechanical restraint exceeds a predetermined level. This is achieved by means of an I.Rafsicon controller.

Preferably, this traction control device further includes valve closing position regulating means for variably regulating the closing position of the sub-throttle valve.

The R machine fully open bundle f stage and valve closing position regulating means a are preferably arranged on the drive side of the sub throttle valve.

[Effect]

In the first control device according to the present invention, when the starter switch is in the ON state, the throttle switch 1 is in the ON state.
-By adding a function that does not perform a power check, even if the starter rotates and the battery terminal voltage drops due to cranking, the starter switch remains ON during this period.
In this state, the slip-il torque check is not performed and the sub-throttle valve does not close. Whether or not the starter switch is in the ON state can be detected by, for example, capturing the signal from the starter switch possessed by the engine control unit W (ECC3).After the starter switch is turned OFF, the
By adding a function that does not perform a throttle check after a certain period of time has passed at 76 t, even if the voltage drop due to cranking occurs immediately after the starter inch OF'F, the secondary throttle valve will not close due to warping. can be prevented.

In addition, by adding a function that does not perform a throttle check when the vehicle is running in a state of 9 (9), the sub-throttle valve is closed. The valve can prevent this. Whether the vehicle is running or not can be determined from the speed of the driven wheels taken by the traction control device. In the case of an automatic transmission vehicle, it can be determined that the vehicle is running when the clutch pedal is set to OF l';' and the gear is ON.For automatic transmission vehicles, the shift range is set to Park or 2.-1-Sill 11
It can be determined that the vehicle is running when it is outside.

In the traction control device of the second aspect of the present invention, by providing the mechanical restraint means and the control means, the auxiliary throttle valve is in the open state and the slip state of the driving wheels is in the non-controlled state below a predetermined level. In other words, when the vehicle is running on a normal dry road, the sub throttle valve is mechanically restrained from operating in the valve closing direction by mechanical restraint means. Therefore, even if some kind of failure occurs in the control system and the sub-throttle valve attempts to move in the closing direction, the sub-throttle valve will not be closed and normal running will continue. Also, when the slip state of the drive wheels falls below a predetermined level and you want to perform slip control,
Since the mechanical restraint of the sub-throttle valve is released, a state in which slip control is possible is quickly achieved, and desired slip control can be performed.

By providing a valve closing position regulating means that variably regulates the closed position of the sub throttle valve, it is possible to prevent the sub throttle valve from colliding with the inner wall of the throttle actuator at the fully open position and becoming stuck due to jamming.

By arranging the mechanical restraint means and the valve closing position regulating means on the driving side of the sub-throttle valve, when a driving force is applied to the sub-throttle valve while being restrained by these means, the mechanical restraint is applied to the entire sub-throttle valve. No natural twisting or twisting phenomenon occurs, and deformation of the sub-throttle valve is prevented.

〔Example〕

An embodiment of the present invention will be described below with reference to FIGS. 1 to 4.

FIG. 1 shows the overall configuration of the traction control device (Te3) of this embodiment, in which 1 is an engine, and the intake system of the engine 1 has a tandem throttle actuator 2.
is located. The throttle actuator 2 has a main throttle valve 4 that is interlocked with an accelerator pedal 3 and a sub-throttle valve 6 that is located upstream of the main throttle valve 4 and is electrically driven by a DC motor 5. A throttle sensor 7 is attached to the.

Wheel speed sensors 10, 11 are attached to the driving wheels 8 and driven wheels 9 of the vehicle, respectively, and these sensors 10.1
1 to detect the running state.

The detection signals Sr and SF of the sensors 10 and 11 are input to the traction control unit 12, and the traction control unit 12 determines whether slip control is necessary, and if necessary, sets the target opening XO of the sub-throttle valve 6. is calculated, and this target opening degree XO is given to the throttle control section 13. Based on this target opening XO and the signal Xa from the throttle sensor 7 of the auxiliary throttle valve 6, the throttle control unit 13 controls the DC of the throttle actuator 2 so that the opening of the auxiliary throttle valve 6 matches the target opening.
Controls the motor 5.

Further, the throttle control section 13 includes an engine control section f (EC
C3) Turn on the ignition switch that 14 has.
When the ignition switch is turned on by taking in the vehicle speed SV calculated from the signal 11, the ON signal Is of the starter switch possessed by the same ECC 314, and the speed signal Sf of the driven wheel taken in here by the traction control unit 12. The DC motor 5 is controlled to perform a throttle check for learning control of the auxiliary throttle valve 6 only at the following times.

Next, slip control, which is the basic operation of the TCS of this embodiment, will be explained.

If the accelerator pedal 3 is depressed too much on a slippery road surface, the main throttle valve 4 will open wide and the amount of incoming air will increase, causing the engine 1
The generated torque increases and excessive torque is transmitted to the drive wheels 8, causing the drive wheels 8 to slip.The amount representing the degree of slip is called the slip ratio, and the amount from the sensor 10.11 is The traction control unit 12 calculates the speed difference between the driving wheels 8 and the driven wheels 9 using the signals sr and sr. When this slip rate exceeds a predetermined value, the sub-throttle valve 6, which is normally fully open,
is closed by the DC motor 5 to reduce the amount of air flowing into the engine 1 and suppress the generated torque. This also reduces the torque transmitted to the drive wheels 8, making it possible to suppress slips. The target opening degree XO of the sub-throttle valve 6 is determined by the traction control unit 12 from information such as the slip rate and the vehicle speed calculated from the wheel speed of the driven wheels, and the throttle control unit 12 that receives the command controls the DC motor 5. 1
~ is controlled so that the sub-opening valve 6 becomes the target opening degree) (0).

The slip control by Te3 is as described above, but in this control, the control accuracy of the sub throttle valve 6 greatly influences the performance of Te3. Therefore, in order to prevent the influence of variations in installation and changes over time, after turning on the ignition switch, the rising edge of the signal Ii is detected.
The sub-throttle valve 6 is once fully opened and moved to the fully open position, its position is detected 1~, and the fully closed and fully open positions are learned 1~ based on the values, while variations and changes over time are corrected. That is, learning control of the auxiliary throttle valve 6 is performed by a throttle check that learns the fully closed and fully open positions of the auxiliary throttle valve 6. Note that the throttle check also serves as an operation check of the sub-throttle valve 6. The throttle check is performed by a microcomputer built into the throttle control section 13.

The throttle control section 13 is configured in this way: 1. In this case, the throttle check should be done by turning the ignition switch to O.
NL, it is only performed once immediately after the engine starts, but in reality, when the battery terminal voltage decreases due to cranking when starting the engine or due to charging while driving, the microcontroller will be hit when the voltage recovers. The possibility of 6 instantaneous voltage drop is sampled in software; it can be prevented to some extent by applying a filter to positive values and changing the capacitance of the 6J condenser in hardware, but it can be completely suppressed. That is a problem. If the auxiliary throttle valve is fully closed after the engine has started running, it will feel strange to the driver, and it may be dangerous while driving.

Therefore, in this embodiment, the sub-throttle valve 6 is prevented from becoming fully closed by the throttle check when the starter switch is turned on when cranking occurs or during unnecessary times while the vehicle is running.

The following will be explained in detail with reference to FIG. 2, which shows the control flow of the throttle check of this embodiment. In this control flow, reference numeral 21 is a throttle check routine, of which the control routine 21 is the part added according to the present invention. First, control Lu Jin 2
1, the throttle check control will be explained with reference to FIG.

When the ignition switch is turned on and a reset 1- is applied to the microcomputer of the throttle control unit 13 by the ON signal Ii of the ECC314 color, the microcomputer starts operating and performs initialization (step S1), and then performs fail-safe determination ( Step s2>, when there is no abnormality, enters normal control that enables slip control (
Step 54) 8 Before entering normal control, check the throttle
Check the flag indicating whether it is completed or not (step S3).
), if not completed, the throttle check routine 20 is entered. In the throttle check routine 20, a fully open command is issued (step S7), the sub-throttle valve 6 is closed until it hits the fully closed stopper (step S8), and the determination as to whether it has hit the fully closed stopper is as follows: Throttle control section 13
This is done when the value of the opening signal Xa of the throttle sensor 7, which is taken in by the throttle sensor 7, stops changing, and after this state continues for a preset time t as shown in FIG. Throttle sensor 7 at the time after t+
The value of is stored as the fully open position (step 510).

Next, step 511) of issuing a command to fully open the sub-throttle valve;
In the same way as in the case of full open, open the sub throttle valve 6 until it hits the full open stopper (step 512), and set the time t during which it hits the full open stopper as shown in Fig. 3. After continuing for a certain time t2 (step 513), the value of the throttle sensor 7 at the time after t2 is memorized at the fully open position and j~ (step 514),
- Set the engine end flag and do not enter the throttle check routine 20 until it is reset again (step 515). , 2, the throttle check is performed once immediately after the ignition switch is turned on.

The relationship between the power supply voltage and the operating state of the sub-throttle valve in this general control will be explained with reference to FIG. 13ffiLr-TouC', :,
The ji71 throttle valve is moved to the fully closed position and a throttle check is performed. After that, when the starter switch is turned on and the starter motor is turned, cranking occurs, the power supply voltage Vign drops momentarily, and when the voltage recovers, the microcomputer is reset again and the throttle check is performed again. Even if the power supply voltage drops too much due to an instantaneous drop while driving, a throttle check will be performed by resetting the voltage when the voltage recovers.

Therefore, in this embodiment, the number of condition determinations for performing the throttle check is increased, such as when the starter switch is in the ON state or until a certain period of time has elapsed after the starter switch is switched from ON to OFF, and when the vehicle speed is not Ohm/h. Avoid checking the throttle when

That is, in FIG. 2, the control is the same as the general control up to the point where the throttle is checked after the ignition switch is turned on, but then the control routine 21 is entered and the BCC is
By the ON signal Is of the starter switch from 314,
The spring 8 is used to determine whether the starter switch is ON when the starter motor is rotating and in the cranking state.
5A), and further determine whether a preset certain period of time has elapsed after the starter switch is turned OFF, step 8.5B),
When the starter switch is ON, or when the starter switch is OFF, the throttle check is not performed before a certain period of time has elapsed, and only the throttle check completion flag is set (step sis>). By not performing a throttle check before a certain period of time has elapsed after the starter switch is turned off, it is possible to reliably prevent the throttle check from being performed again due to cranking at the start.

In addition, the TCS traction control unit 12 also outputs a vehicle speed signal Sv.
In step S6), it is determined whether the vehicle speed is Qhm/h or not, and the M control routine is such that the throttle check is not performed when the vehicle speed is Okm/h.

As described above, according to this embodiment, in the Te3 equipped with the tandem throttle actuator 2, the throttle check, which also serves as learning of the fully closed and fully open positions of the auxiliary throttle valve and an initial operation check, is performed once after the ignition switch is turned on. This is done only once, so there is no inadvertent full-close operation immediately after cranking or while driving, and there is no chance of the driver experiencing an unexpected decrease in engine speed. The occurrence of such problems can be avoided.

In the above embodiment, the vehicle speed signal SV, which is taken into the traction control unit 12 and calculated from the wheel bundle, is used to determine whether the vehicle is in a running state, but this can be determined by other methods. For example, in the case of an automatic transmission vehicle, as shown by the dotted line in FIG. In the case of a manual transmission vehicle, although not shown, it can be determined that the vehicle is in a running state when the clutch pedal is OFF and the gear is ON.

Further, although the above embodiment is an example in which the present invention is applied to a traction control device equipped with a tandem type throttle actuator, the present invention can be similarly applied to a traction control device equipped with a two-valve throttle actuator.

Another embodiment of the present invention will be described with reference to FIGS. 5 to 10.

In FIG. 5, which shows the overall configuration of the traction control device (Te3) of this embodiment, the same members as those shown in FIG. 1 are given the same reference numerals. A tandem throttle actuator 20 is arranged in the intake system of the engine 1.

As shown in FIG. 6, the throttle actuator 20 has a main throttle valve 4, which is opened and closed by the driver's movement of the accelerator pedal 3, on the downstream side of the actuator body 21, and a throttle valve shaft 2.
2, and a drum 23 interlocked with the accelerator pedal 3 is attached to one end thereof. On the upstream side of the main throttle valve 4, there is a sub-throttle valve 6 driven by a DC motor 5 via a gear 24 and supported by a throttle valve shaft 25.As is well known, the main throttle valve 4 is normally not shown in the drawings. No return 1-
It is held in a fully open position by a spring, and is opened or closed by the driver's intended operation of the accelerator pedal 3 to control the output of the engine 1.

FIG. 7 shows the detailed structure of the gear 24 portion of the sub-throttle valve 6, which is normally biased in the valve-opening direction by the return sliding ring 26 and held in the open position.

In FIG. 7, the gear 2 fixed to the throttle valve shaft 25
4 has a shape having a regulating surface 27 in the valve opening direction, and a first regulating surface 28 and a second regulating surface 29 in the valve closing direction, and the regulating surface 27 in the valve opening direction is a gear integrated with the actuator main body 21. The return spring 2 is provided in a part of the box 30 and comes into contact with a stop surface 31 that defines the fully open position of the sub-throttle valve 6.
The solenoid 3 is held in this position by the rotational force in the clockwise direction shown in the figure.
2 is installed. Plunger 3 of Sol/noid 32
When the solenoid 32 is demagnetized, the plunger 33 is pressed in the right direction in the figure by the push spring 34.
The tip of the gear 24 contacts the first restricting surface 28 of the gear 24 in the valve closing direction, and the rotation of the sub throttle valve 6 in the valve closing direction is restrained.

In this way, the sub-throttle valve 6 has a regulation p in the valve-opening direction.
At the contact position between the J surface 27 and the stop surface 31 of the gabo-tux 30, the plunger 33 of the solutonoid 32 is in the valve closing direction.
The sub-throttle valve 6 is mechanically restrained at the contact position with the first regulating surface 28, and even if the DC motor 5 were to close due to an uncontrolled disturbance in this state, the sub-throttle valve 6 would close approximately as shown in the figure. It is restrained in the fully open position.

Further, the plunger 33 of the solenoid 32 is attracted to the inside as shown in FIG. The suspension with the regulation surface 28 of 1 is lifted.

The operation of the sub-throttle valve 6 in the fully closing direction after release is controlled by the second gear 24.
The contact point between the restriction surface 29 and the tip of the stopper 35 is the contact position of the stopper 14, and the contact position is the fully closed position of the sub throttle valve 6. It has a configuration in which the closing position of the sub-throttle valve 6 can be variably adjusted.

By variably adjusting the fully closed position of the sub-throttle valve 6 in this way, the edge of the sub-throttle valve collides with the inner wall of the intake passage while closing the sub-throttle valve 6 to a position close to the inner wall of the intake passage. , prevents retention due to biting,
Furthermore, as is clear from the above description, 1. All the mechanical restraint means such as the regulating surfaces 27 to 29 of the sub-throttle valve 6 are provided on the drive side of the sub-throttle valve 6 where the DC motor 5 is located. It is. This provides the following advantages:

When the sub-throttle valve 6 is mechanically restrained and a driving force is applied from the DC motor 5, a torsion force due to the driving force acts on the valve shaft 25 of the sub-throttle valve 6. In this case, temporarily return spring 26
If a mechanical restraint means is provided on the opposite drive side where the throttle valve shaft 25 is located, the twisting force thereof will cause a twisting phenomenon in the entire throttle valve shaft 25. This leads to deformation of the throttle valve 6 when adjusting the intake air amount of the engine 1. Since the means is set C'5, twisting of the throttle valve shaft and deformation of the sub-throttle valve can be prevented by considering only the strength of the gear 24.Returning to FIG. 5, the throttle configured as described above can be prevented. Sub-throttle valve 6 of actuator 20
The opening degree is detected by the throttle sensor 7.

The traction control section 70 manually inputs the detection signals Sr, 5f of the wheel distance sensors 10, 11 provided on the drive Va8 and driven wheels 9 of the vehicle, and determines the target opening of the sub-throttle valve 6 for slip control. degree XO is given to the throttle control section 41. The throttle control unit 13 controls the DC motor 5 and performs slip control in the same manner as in the first embodiment using the signal Xa from the slot I/Rusen door of the sub-throttle valve 6 such as the target opening XO. Further, the traction control section 40 and the throttle control D11 section 41 energize or demagnetize the solenoid 32 of the throttle actuator 20 at predetermined timing. ) The relationship between the slip control of this embodiment and the operation timing of the traction control section 40 and the throttle control section 41 is illustrated in FIG. 6 shows the control state of No. 6.

In FIG. 9, the lower row shows the speed vf of the driven wheel 9 and the driving wheel 11.
: Indicates the speed V of the i8, and for the sake of explanation, indicates a state in which the vehicle is accelerating from a state of 0 speed. Also, this Vf,
Vr is calculated as the average speed of both left and right wheels.

The auxiliary throttle valve 6 is controlled when the speed V of the driving wheels 8 exceeds the allowable value V2 determined from the speed Vf of the driven wheels 9. Here, the allowable value v2 is the average value of the driven wheels 9. The speed Vf is regarded as the vehicle speed, and is given as the point at which the drive wheels 8 reach a slip rate of 20 to 30%.This is well known, but in order to generate the maximum driving force, the maximum distance between the tires and the road surface is determined. The purpose of this is to create a frictional state, and the maximum frictional state is created when the speed of the drive wheels 8 is 20~
This is because it is at a point where there is a 30% slip.

Although not shown in the figure, the control is terminated when the slip ratio of the drive wheels 8 falls within a predetermined value.

In this embodiment, during normal running, the sub-throttle valve 6 is mechanically restrained by the plunger 33 of the solenoid 32, and this restraint must be released during slip control. This cancellation control will be explained below.

As can be seen from FIGS. 7 and 9, in this embodiment, it is necessary to disengage the first regulating surface 28 of the gear 24 and the plunger 33 of the solenoid 32 in the process of shifting to slip control. The solenoid 32 is energized to release the restraint in a slip state where the driving wheel speed is below the allowable value v2 for starting slip control determined by the driven wheel speed Vf, and this state is indicated by ■1 in Fig. 9. It is.

That is, when a situation occurs in which the driving wheels 8 are spinning while the vehicle is running and the slip level 1 determined by the speed f of the driven wheels 9 at that time is reached, the solenoid 32 is energized. It is configured to release the mechanical restraint of the sub-throttle valve 6.

Here, the control voltage may be applied to the solenoid 32 from either the throttle control section 41 or the traction control section 40, but in this embodiment, the control voltage is supplied from the throttle control section 40. In this case, the ninth
At a predetermined value V1 in the figure, a control signal Z for solenoid excitation is supplied from the traction control section 40 to the throttle control section 41. The reason for this is that since it is the traction control section 40 that receives the signals Sr and Sf from the wheel speed sensors 10 and 11, it is reasonable to calculate the control signal Z here.

Next, the excitation of the solenoid 32 in connection with the start of the slip control and the demagnetization of the solenoid 32 in connection with the end of the slip control will be specifically explained with reference to the flowchart of the stopper control routine shown in FIG.

This stopper control routine is executed at every predetermined interrupt in the entire control routine.

First, a case will be described in which a state of transition to slip control is not detected during normal driving.

Almost no slip occurs in the driving wheel speed Vr, and Vl
<Vr, so the determination in step S20 is NO. 6 Next, in step 325, the flag is OFF.
(Details will be described later), the control routine is ended, and the solenoid 32 remains in the demagnetized state and the gear 24 is held in the locked state.

When the state of shifting to slip control is detected, YES is determined in step S20, and F is determined in step S21.
lag is determined to be OFF', and in step S22, the solenoid 32 is energized, the restraint of the gear 24 is released, and the flag is turned ON. This Flag is used to determine when the slip control has ended and the solenoid 32 is demagnetized.
Determine whether lag is OFF and return to the main routine. Here, when the Timer-Flag demagnetizes the solenoid 32, a certain period of time has passed since Vl < Vr becomes No,
T i to continue energizing the solenoid 32 until it is determined that the vehicle is running without slip control.
This is to set m e r.

In this way, when Vl < Vr is first detected, the solenoid 32 is energized, F I a, g indicating that it is being energized is set, and the process returns to the main routine.

Next, when solenoid 32 is energized, ■1 >
When Vr is detected (slip is low)
, it is determined NO in step S20, and step S2
5, it is determined that Flag-ON is YES.

Next, in step S26, T i m e r −F 1
In a, g, determine whether the Timer is set to 1-, determine whether the Timer-Flag is OFF,
In step S27, Time+- is set and Timer-FIag is set. This operation is
This is to monitor the passage of time after Vl<VP and demagnetize the solenoid 32 after a predetermined time has elapsed.

Entering the stopper control routine again, step S2
0: No, step 825: YES, step S
If the determination is NO in step 26 and the predetermined time T has not elapsed since Vl > Vr in step 32a, repeat the above steps. When it is determined that the vehicle is running normally, the solenoid 32 is demagnetized in step 330. At this time, the sub-throttle valve 6 is fully open, but the state of 1,': is determined in step S29.The opening degree of the I-1 sub-throttle valve 60 is detected, and if it is fully open, the process proceeds to step S30. That's how it is.

In step S29, if a state in which the auxiliary throttle valve O is closed is detected, that is, if the auxiliary throttle valve 6 is closed even though the slip has subsided, Nil is present in the system. It is determined that there is some abnormality, and a failure is displayed in step 331.

Next, the solenoid 32 is excited with Vl < Vr, and then V
A case will be described in which the slip subsides when 1>Vr and the condition of V1<Vr is satisfied again before the predetermined time T has elapsed. In this case, YES in step 320, YES in step 321, and Tlmex- in step S23.
Since it is about to start, the judgment is No. Then, by detecting that it was going to slip again,
The timer that was activated once by the thrill alarm 24 is reset, the Timer-Flag is turned OFF, the control routine is ended, and the detection of the V1>Vr state is waited again.

As described above, according to this embodiment, it is possible to deal with the failure of the electrically driven auxiliary throttle valve of the tandem type srivtor actuator to close without interfering with the original purpose of slip control. I can do it. In addition, without significantly changing the current actuator structure, the present invention has a simple configuration, and high reliability is achieved along with the runaway-free function unique to the tandem type. I can do two things.

〔Effect of the invention〕

According to the present invention, it is possible to carry out learning control of the sub-throttle valve to perform accurate slip control, and to reduce the possibility that the throttle check will be performed at a time other than immediately after the ignition switch is turned on, so that the valve will close inadvertently. This operation can be eliminated, and problems such as the influence of S when starting the engine and stalling during driving can be prevented.

Furthermore, according to the present invention, safety can be improved by dealing with the failure of the electrically driven auxiliary throttle valve of the tandem throttle actuator to close, without interfering with the original purpose of slit control. ”-can be done.

[Brief explanation of drawings]

FIG. 1 is a system diagram showing the entire configuration of a traction control device according to an embodiment of the present invention, and FIG. FIG. 3 is a diagram showing the operation of the sub-throttle valve at the time of throttle check, and FIGS. 4(a) and (b) are diagrams showing the operation of the power supply voltage and the sub-throttle valve according to the general control and the present invention, respectively. 5 is a system diagram showing the overall configuration of a traction control device according to a second embodiment of the present invention, and FIG. 6 is a sectional view of a throttle actuator of this embodiment. Yes 1. Figure 7 is a cross-sectional view taken along the line ■ to ■ of Figure 6, Figure 8 is a diagram similar to Figure 7 showing the state when the solenoid is excited, and Figure 9 is a cross-sectional view taken in accordance with the present implementation. 10 is a diagram showing the relationship between the vehicle running state and the voltage applied to the solenoid for explaining the example control #; FIG.
This is a flowchart showing the stopper control routine of this embodiment. Description of symbols 2; 20... Throttle actuator 3... Accelerator pedal 4... Separate throttle valve 5... DC motor 6... Sub-throttle valve 12; 40... Traction control section 13; 41. ... Throttle control unit 20 ... Throttle check routine 21 ... Control routine 28 ... First restriction surface (ELL mechanical restraint means) 29 ...
...Second regulation surface (valve closing position regulating means) 33...Plunger (mechanical restraining means) 35...Stopper (valve closing position regulating means) Applicant Hitachi, Ltd. Representative Patent Attorney Yuzuru Kasuga Time t (a) Time chart by general control (when traction is not activated) (b) Time chart published by the present invention (when traction is not activated) 6th diagram

Claims (10)

[Claims] (1) A tandem throttle actuator that has a main throttle valve linked to the accelerator pedal and an electrically driven sub-throttle valve, and a sub-throttle check that detects the fully closed and fully open positions of the sub throttle valve of the throttle actuator. A traction control device for a vehicle comprising learning control means for learning fully closed and fully open positions of a throttle valve, wherein the learning control means includes at least a starter switch that is in the OFF position.
A traction control device characterized in that the traction control device is further equipped with a function of not performing the throttle check when in the N state. (2) The traction control device for a vehicle according to claim 1, wherein the learning control means is further provided with a function of not performing the throttle check until a certain period of time has passed after the starter switch is turned off. traction control device. (3) A tandem throttle actuator that has a main throttle valve linked to the accelerator pedal and an electrically driven sub-throttle valve, and a sub-throttle check that detects the fully closed and fully open positions of the sub throttle valve of the throttle actuator. A traction control device for a vehicle comprising learning control means for learning the fully closed and fully open positions of a throttle valve, wherein the learning control means is provided with a function of not performing the throttle check when the vehicle is in a running state. A traction control device characterized by: (4) The traction control device for a vehicle according to claim 3, wherein the function added to the learning control means determines whether the vehicle is in a running state based on vehicle speed or wheel speed. (5) In the traction control device for a vehicle according to claim 3, the function added to the learning control means is such that, in the case of a manual transmission vehicle, the clutch pedal is turned off.
It is determined that the vehicle is in a running state when the gear is ON in F, and in the case of an automatic transmission vehicle, it is determined that the vehicle is in a running state when the shift range is in a position other than parking or neutral. traction control device. (6) a throttle actuator having an electrically driven throttle valve; and a learning control means that learns the fully closed and fully open positions of the throttle valve through a throttle check that detects the fully closed and fully open positions of the throttle valve of the throttle actuator; In the traction control device for a vehicle, the learning control means includes at least a starter switch that is
A traction control device characterized in that the traction control device is further equipped with a function of not performing the throttle check when the vehicle is in the N state or when the vehicle is in the running state. (7) In a traction control device for a vehicle equipped with a tandem throttle actuator having a main throttle valve that is linked to an accelerator pedal and a sub-throttle valve that is electrically driven, when the sub-throttle valve is in an open position, a mechanical restraint means for mechanically restraining the movement of the throttle valve in the valve closing direction; the mechanical restraint is maintained when the slip condition of the driving wheels is below a predetermined level; A traction control device comprising: control means for controlling the mechanical restraint means to release the mechanical restraint. (8) The traction control device for a vehicle according to claim 7, further comprising valve closing position regulating means for variably regulating the closing position of the sub-throttle valve. (9) The traction control device for a vehicle according to claim 7 or 8, wherein the mechanical restraint means or the valve closing position regulating means is disposed on the driving side of the sub-throttle valve. (10) The traction control device for a vehicle according to claim 7, wherein after releasing the mechanical restraint of the sub-throttle valve, the slip state of the driving wheels becomes below a predetermined level again and the sub-throttle valve is A traction control device characterized in that the mechanical restraint means is controlled to enter a restraint state again when it is detected that the valve is in a fully open position.