JP3192701B2 - Acceleration slip control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an acceleration slip control device, and more particularly, to an acceleration slip control device that controls the opening of a throttle valve when an acceleration slip occurs to reduce the acceleration slip.

[0002]

2. Description of the Related Art Conventionally, as disclosed in Japanese Patent Application Laid-Open No. 3-202647, there is an acceleration slip control device that performs traction control to reduce an acceleration slip by controlling a throttle opening when an acceleration slip is detected.

[0003] This system predicts that an acceleration slip will occur when the throttle opening is larger than a threshold value corresponding to the slipperiness of the road surface when no acceleration slip occurs, and the opening of the throttle valve is adjusted to a predetermined opening. This is a configuration in which standby control is performed so that the acceleration slip is sufficiently reduced in the early stage of the occurrence of the acceleration slip.

[0004]

In the above conventional apparatus, when the occurrence of an acceleration slip is predicted, the predetermined angle for limiting the throttle opening is set under the same condition regardless of the gear position of the traveling vehicle. . However, even if the throttle opening is the same, the force generated on the drive wheels is smaller at the time of the high-speed gear position where the gear ratio is small. Therefore, if the standby control is started with a threshold value irrelevant to the gear position even when the slipperiness of the road surface is the same, there is a problem that the start of the standby control is too early at the time of traveling in the high-speed gear position, resulting in poor acceleration.

SUMMARY OF THE INVENTION The present invention has been made in view of the above points, and the threshold value of the throttle opening at which the standby control is started is changed to a larger value as the gear position is smaller in the gear ratio. It is an object of the present invention to provide an acceleration slip control device that makes it possible to properly adjust the timing of closing a throttle valve based on acceleration slip prediction and prevent poor acceleration during traveling at a high gear position.

[0006]

FIG. 1 shows the principle of the present invention.

In FIG. 1, a traction control means M1 controls an intake passage M3 of an internal combustion engine M2 when an acceleration slip occurs in which the driving wheel speed of the vehicle exceeds a target driving wheel speed based on the vehicle body speed.
The opening / closing control of the throttle valve M4 provided in the vehicle is performed to reduce the acceleration slip.

The threshold value calculating means M5 calculates a threshold value of the throttle opening in accordance with the road surface μ .

The gear position detecting means M6 detects the gear position of the transmission.

The changing means M7 sets the threshold value and the predetermined opening as the detected gear position is a gear position having a smaller gear ratio.
Change the initial target opening to a large value.

The acceleration slip prediction means M8 predicts the acceleration slip when the current throttle opening exceeds the above threshold value when no acceleration slip occurs.

When the acceleration slip is predicted, the standby control means M9 performs the estimation of the road surface μ during the operation of the vehicle.
Slot to target opening taking into account reset memory value
After the throttle valve is closed, the throttle valve is opened with time, and when the opening of the throttle valve reaches a predetermined opening without executing the acceleration slip control, the stored value is reset.

[0013]

According to the present invention, the threshold value of the throttle opening at which the standby control is started and the initial target opening of the predetermined opening are changed to a larger value as the gear position is smaller in the gear ratio. However, the threshold value is low when the vehicle is traveling at a low gear position where acceleration slip is likely to occur, and the threshold value is high when traveling at a high gear position where acceleration slip is unlikely to occur. When the vehicle is closed, the initial throttle opening is appropriately set according to the gear position, an appropriate initial throttle opening is obtained according to the force of the driving wheels, and further, during vehicle operation, the road surface μ is estimated and set.
Wherein the door has been stored value to the target opening degree in consideration of slot
It will open with time after closing the Torubarubu, since the opening of the throttle valve without acceleration slip control is executed to reset the stored value if it becomes the predetermined opening, set storage value in the low μ road Thus, when the vehicle moves to a high μ road, poor acceleration of the vehicle can be prevented.

[0014]

FIG. 2 shows an embodiment of a vehicle provided with the acceleration slip control device of the present invention.

In FIG. 1, reference numerals 10 and 12 denote left and right front wheels as driven wheels, and reference numerals 14 and 16 denote left and right rear wheels as drive wheels. The output torque of the internal combustion engine 18 is transmitted to the left and right rear wheels 14 and 16 via a transmission 20, a propeller shaft 22, a differential device 24, and left and right axles 26 and 28.

The internal combustion engine 18 draws air from an intake passage 30 and a surge tank 32, is supplied with fuel by a fuel injector 34, and controls output torque by controlling the amount of intake air. The intake passage 30 is provided with a main throttle valve 36 for controlling the amount of intake air.
The main throttle valve 36 is drivingly connected to an accelerator pedal 38 and opens when the accelerator pedal 38 is depressed.

The fuel injector 34 is controlled in valve opening timing and valve opening time by a control signal from the internal combustion engine control device 40, and supplies a fuel having a flow rate corresponding to the valve opening time to the internal combustion engine 18.
To be supplied. The fuel injection amount control by the internal combustion engine controller 40 is basically performed according to the intake air amount or the intake air amount per stroke determined by the intake pipe pressure and the engine speed.

The main throttle valve 3 in the intake passage 30
Sub-throttle valve 4 on the upstream side when viewed from the intake flow
2 are provided. The sub-throttle valve 42 is opened and closed by a step motor 44.
Is operated in response to a control signal from an electronic control unit 46 for acceleration slip control, and quantitatively controls the opening of the sub-throttle valve 42 in accordance with the control signal.

The electronic control unit 46 includes a general microcomputer. The electronic control unit 46 takes in the rotation speed of the rear wheel drive system as a drive wheel speed from a drive wheel speed sensor 48, and receives left and right speeds from left and right driven wheel speed sensors 50 and 52. The rotation speeds of the front wheels 10 and 12 are taken as the left and right driven wheel vehicle speeds, and the transmission 20
From the throttle opening sensor 54, information on the opening of the main throttle valve 36 from the throttle opening sensor 54, information on the rotational speed of the internal combustion engine 18 calculated by the internal combustion engine controller 40, and acceleration according to the information. It is determined whether or not a slip has occurred.
A control signal is output to the step motor 44 to close the valve to a predetermined opening suitable for traction control. In addition, the control signal predicts the occurrence of an acceleration slip. The control signal is output to the step motor 44 in order to close the valve quantitatively and close the valve close to the predetermined opening.

FIGS. 3, 4 and 5 show a flowchart of one embodiment of the acceleration slip control process executed by the electronic control unit 46. FIG. This process is a part of the main routine.
It is executed every msec.

In step S100, the driving wheel vehicle speed sensor 4
8. Drive wheel speed V from the driven wheel speed sensors 50 and 52, respectively.
R and the vehicle speed VF are calculated, and in step S110, the target drive wheel speed VS is calculated from the vehicle speed VF. Next, in step S120, it is determined whether the open / close control execution flag FS has been reset to zero, that is, whether the open / close control of the sub-throttle is currently being executed.

In step S130, it is determined whether or not the conditions for executing the throttle opening / closing control such as the main throttle valve is not fully closed and the driving wheel speed VR is equal to or higher than the target driving wheel speed VS. Here, if it is determined that the opening / closing control execution condition is not satisfied, the process proceeds to step S400 in FIG. 5, and if not, the process proceeds to step S140. In step S140, it is determined whether a predetermined time (6 ms) has elapsed after the opening / closing control execution condition is satisfied. If the predetermined time has not elapsed, the process proceeds to step S400 in FIG. 5, and if not, the process proceeds to step S150. In step S150, the opening / closing control execution flag FS is set, and the process proceeds to step S160.

Here, the driving force F that can be generated by the driving wheels of the vehicle
Is determined by the weight N applied to the tire and the road surface μ between the tire and the road surface as expressed by F = μN, and a driving force exceeding that value causes wheel spin. Therefore,
In a situation where the wheel spin is controlled by the TRC control, it can be said that the driving force is controlled to the optimum driving force on the road surface.

On the other hand, the driving force is generally represented by the engine speed NE and the throttle opening as an engine characteristic. By converting this, an equal output diagram as shown in FIG. 6A can be drawn. As can be seen from this figure, the driving force is obtained from the rotational speed NE and the throttle opening that increase with the vehicle speed. That is,
Throttle opening during traction (TRC) control (= θ
S), the driving force at that time is obtained by using the rotational speed NE, and the driving force represents the road surface μ.

For example, TR on a uniform snowy road (μ ≒ 0.3)
Assuming C control, the output driving force is 0.3N × 2
(N is the load of one driving wheel). ΘS during this control,
When the engine output was obtained from NE and the gear ratio, differential ratio, and tire diameter were corrected to the tire point, it should have exhibited approximately 0.3N × 2, and could be confirmed by an actual vehicle test.

Although the above description has been made on the structure with the uniform road surface μ and the same gear position, the influence of the gear position can be dealt with by providing means for determining the gear position under control. If an electronically controlled transmission is mounted, there is a method of performing communication or calculating a gear ratio based on the vehicle speed and the number of revolutions. Since the driving force varies depending on the gear ratio, for example, as shown in FIG. 6A, an equal driving force diagram may be created at the first position, and the driving force line may be corrected based on the determined gear ratio.

The output lines of the iso-output diagram shown in FIG. 6A have almost similar slopes, and have substantially the same interval in the TRC control area. Therefore, a certain output line is selected as a reference equal output line and stored as a throttle opening with respect to the rotational speed NE (which can be said to be equivalent to a certain road surface μ). Accordingly, there should be almost the same difference in the opening degree in any NE.

For example, taking FIG. 6A as an example, assuming that the driving force on a snowy road is a reference, the output line at this time is the driving force (gear ratio, differential Ratio and tire radius converted to tire points), and the number of revolutions N
It can be expressed as a throttle opening with respect to E. Here, looking at the TRC control on the icy road (corresponding to μ ≒ 0.1), the sub-throttle opening θS also coincides with the opening on the driving force line that can be obtained at μ ≒ 0.1, but the reference opening at each rotational speed NE. The difference from the degree should be almost constant. That is, if one reference equal output line is stored, the difference from the sub-throttle opening θS under control may be obtained, and that value may be used as it is as a substitute value for the road surface μ. If (μ) is determined, it is possible to convert μ, thereby reducing the capacity required for storing the map.

In step S160, the inclination of the reference iso-output line
Throttle opening with respect to the rotational speed NE set based on
The map D (NE) is corrected according to the gear ratio to obtain a map Dθ
(NE). Here, θ (NE) refers to the conventional equipment.
Is the initial target opening in the position and is medium μ or more (μ ≧ 0.6)
In this embodiment, as an example,
Approximately μ = 0.6 at the first gear position
Using the throttle opening map shown by the solid line in FIG.
You. For the map, the first gear position indicated by the solid line
Second gear position, indicated by the dashed line, third
Regarding the gear position, θ (N
E) with coefficient KAT_Two, KAT_Three(1 <KAT _Two<KAT
_Three).

This is a measure to be taken when there is no road surface μ stored value described later. Next, in step S170, an initial target opening Dθ is calculated from a map Dθ (NE) based on the rotational speed NE at that time.

Next, the process proceeds to step S180, in which it is determined whether or not there is a road surface μ stored value RO (details will be described later) calculated by a separately executed road surface μ estimation process. If there is no stored value RO, the process proceeds to step S190 and the sub-throttle is driven to the initial target opening Dθ. This process is exactly the same as the throttle initial drive process at the start of control in the conventional device. This step S180
If the road surface μ storage value RO has been set at step S200, the process proceeds to step S200.

In step S200, the target opening SO is corrected to a value equivalent to the road surface μ by adding the stored value RO to the initial target opening Dθ, and the process proceeds to step S210 to drive the throttle to the target opening SO. Step S300 of 4
Proceed to.

If it is determined in step S120 that the opening / closing control execution flag FS is in the set state "1", that is, if the opening / closing control of the throttle valve has already been executed, the flow shifts to step S220 to execute the throttle opening / closing control. It is determined whether the termination condition has been satisfied. If the control end condition is not satisfied, the process proceeds to step S300 in FIG. 4, and if the control end condition is satisfied, the process proceeds to step S230. In step S230, it is determined that the acceleration slip does not occur on the driving wheels anymore, so that the flag FS is reset to end the acceleration slip control, the processing is temporarily ended, and the sub throttle is driven to the fully open position.

Since the throttle opening .theta.S during the TRC control reflects the road surface .mu. And is the optimum opening, if the vehicle is on the same road surface, the same .theta.S corresponding to the road surface .mu. It is expected that Therefore, it is desirable that the initial target opening at the start of the control is also set to an opening corresponding to the road surface μ, and if the road surface μ does not change, the sub-throttle valve is closed by controlling to a fixed opening. It is possible to prevent too much or too much opening.

Further, since the road surface μ is recorded as equivalent to the sub-throttle opening, the initial target opening is stored in the stored value RO.
Can be obtained from If there is no previous stored value RO, it becomes the sub-throttle target opening Dθ.

In step S300 of FIG. 4, a two-dimensional map is referred to based on the rotational speed NE and the throttle opening in order to calculate the control amount of the normal opening / closing control after the sub-throttle opening θS reaches the initial target opening. Then, a correction coefficient K for calculating the control amount is obtained. In the next step S310, the control amount of the sub-throttle valve 42 is calculated by a feedback calculation using the correction coefficient K so that the vehicle runs at a predetermined slip ratio, and the sub-throttle valve 42 is driven to the determined opening degree. Here, the sub-throttle drive amount Δθ is obtained from the difference ΔV between the target drive wheel speed VS and the drive wheel speed VR by the following equation.

[0037] _{ΔV = VS-VR θS n =} θS n-1 + Δθ Δθ = KΔV + KΔV ' However, θS _n, θS _n-1 respectively this time, the last of the sub-throttle opening, ΔV' in the time differential value of the difference ΔV is there.

In step S320, it is determined whether or not conditions for permitting estimation of the road surface μ such that the brake control is not performed and the acceleration slip is substantially suppressed are satisfied. If this condition is not satisfied, the process is terminated once, and if it is satisfied, the process proceeds to step S330. Step S33
At 0, the difference between the initial target opening Dθ calculated in the same manner as in steps S160 and S170 based on the sub-throttle opening θS, the current rotational speed NE, and the gear position is calculated.

In the next step S340, it is determined whether or not the calculated difference is an abnormal value as compared with the previous stored value RO. Then, only when the value is not abnormal, step S35
At 0, the difference is set to the stored value RO, and the process ends once. In this case, the stored value RO is set to the latest value, but is not limited to this depending on the design. When the difference is larger than the previous stored value RO, the difference is set to the stored value RO and corresponds to the maximum road surface μ. A stored value to be stored may be stored.

For example, as shown in FIG. 7, in an operation state in which the driving wheel speed VR becomes larger than the main body speed VF, and the main throttle opening θM becomes larger and the rotational speed NE becomes gradually larger, the driving wheel speed VR becomes larger. Is the target drive wheel speed V
When S is exceeded, TRC control is started. At this time, μ =
Assuming that the stored value RO corresponding to 0.3 is stored and the initial target opening Dθ is calculated from the reference output line of μ = 0.6, the sub-throttle opening θS is calculated from the initial target opening Dθ by the stored value. Close to the target opening degree SO smaller by RO. Then, when the road surface μ estimation permission condition is satisfied, the difference between the sub-throttle opening θS and the initial target opening Dθ is set in the stored value RO, and the stored value RO is updated.

Next, let us consider a case where the road surface μ is different from that at the time of the previous TRC control. First, when the road surface μ is estimated by the control of the high μ road and then the control is shifted to the low μ road and the control is started, the merit of the present embodiment is reduced, but no serious problem occurs in the behavior of the vehicle. Conversely, the road surface μ is memorized on the low μ road and then the high μ
In the control on the road, too, a poor acceleration or a feeling of catching due to too close occurs, but the stored value RO takes a method of reflecting the maximum μ in one control, or an upper / lower limit guard (for example, a road surface μ). Estimated value is 5 at sub throttle opening
It is possible to cope with the problem by providing a means for correcting or resetting the stored value by using another μ judgment together or using the information of the ABS. However, this embodiment is effective because the TRC control is performed on a road surface having a medium μ or less, and the road surface μ does not often change extremely. It is.

Here, the driving force that can be generated by the vehicle is substantially determined by the coefficient of friction and the load between the tire and the road surface, and the driving force can be expressed by the rotational speed NE and the throttle opening. When the main throttle opening θM exceeds the driving force according to the road surface μ at the time of acceleration, wheel spin is expected to occur. Therefore, when the occurrence of such wheel spin is predicted, the sub-throttle is closed to an opening corresponding to the road surface μ (hereinafter, referred to as “standby”), so that control is not started after wheel spin is started. Initial slip can be suppressed. In addition, the driving force corresponding to the road surface μ can have the stored value RO (or SO) as the opening by using the estimated value of the road surface μ.

After the stand-by, the drive is opened again so that the driving force gradually increases. This is to ensure the acceleration of the vehicle while preparing for the occurrence of wheel spin, and to cope with the case where the road surface μ is different from the last TRC control and the stored value RO is not an appropriate value. For example, if the previous stored value RO was made on a low μ road surface and the vehicle is now moving to a high μ road surface, it is thought that wheel spin does not occur when the main throttle opening θM greatly exceeds the stored value, Poor acceleration of the vehicle may occur.

If it is a dry asphalt road, and if it can be gradually opened after being on standby, it should have a full opening without entering the TRC control on the way. At this time, it is determined that the previous stored value RO is no longer valid, and resetting is performed to prevent the standby again by the stored value.

Further, in the case where the angle exceeds θM or the accelerator is turned off during the process of gradually opening the sub-throttle, the sub-throttle is returned to the fully open position because there is no need to perform the standby. At this time, if the sub-throttle opening θS has already exceeded the stored value RO, the stored value RO is reset in the same manner as before, and if it has not been exceeded, the stored value is left as it is, and standby can be performed again at that value.

If the vehicle is on the same road surface as the previous time, the vehicle is on standby, and while the vehicle is gradually opened, wheel spin occurs and the process shifts to normal TRC control. And this TR
During the C control, a new road surface μ estimation is performed to prepare for the next time.

Conversely, when the road μ is estimated on a high μ road and the road μ is shifted to low μ, it is considered that a wheel spin occurs before the standby state due to a large opening degree of the stored value. It is exactly the same as control.

In step S400 of FIG. 5, the stored value RO
Is determined, that is, whether the TRC control has been executed previously and the road surface μ has been estimated, and if it is determined that the stored value RO exists, the process shifts to the next step S410. Here, when it is determined that there is no stored value RO, the process is temporarily terminated because the standby cannot be executed. Step S410
Then, it is determined whether or not a standby execution condition, such as whether there is no abnormality in the system or whether the system has not entered the TRC control, is satisfied. If it is determined that the condition is not satisfied, the process is temporarily terminated, and if not, the process proceeds to step S420.

In step S420, the main throttle opening .theta.M is set to the value in steps S160, S170 and S20 in FIG.
0 (SO = Dθ + R)
O) is determined. If θM ≧ SO, the standby is not required yet, and the process is terminated once. Otherwise, the process proceeds to step S430. Step S430
Now, start standby and set the sub throttle to
Close up.

As described above, since the throttle opening threshold value SO is calculated based on the rotational speed and the gear shift position, the timing of closing the throttle valve based on the prediction of the acceleration slip is appropriate, and acceleration failure during traveling at a high gear position can be prevented. . Also, the initial target at the start of standby control
The larger the opening, the smaller the gear ratio is in the gear position.
SO, an appropriate initial slot according to the drive wheel force
It can be a tor opening.

Then, the process proceeds to a step S440, wherein an open gain KT is calculated from a one-dimensional map KT (n) based on a counter n described later. In this map, for example, if n is 0 and KT
Is 10 and n is 1 and 2 and KT is 30; n is 3 and KT is 4
0, n is 4 to 15 and KT is 60,
T increases quadratically with respect to n. Further, time may be simply used instead of n.

In the next step S450, the sub-throttle target opening Tθ (n) after standby is set to Tθ (n-1).
Is calculated by adding KT * KU to Here, KU is a constant for adaptation. Tθ (0) is, of course, SO. Then, in the next step S460, the sub-throttle opening is driven up to Tθ (n).

Next, in step S470, whether the system is normal or not in TRC control,
It is determined whether a standby control prohibition condition such as F or θS> θM is satisfied. If the condition holds, the process proceeds to step S500. Here, it is determined whether or not the throttle opening / closing control execution condition is satisfied, that is, whether or not the TRC control is executed based on the occurrence of wheel spin. T
If it is determined that the RC control is to be executed, the standby is terminated, the process proceeds to step S190 in FIG. 3, and the conventional throttle opening / closing control is executed. If it is determined that the control execution condition is not satisfied, the process proceeds to step S510.

In step S510, the sub-throttle is driven at the maximum speed until it is fully opened, the standby is terminated, and the routine proceeds to the next step S520. In step S520, upon ending the standby, it is determined whether or not the sub-throttle opening θS has exceeded the target opening SO by then. Where θ
If it is determined that S has not yet reached SO, the process is temporarily terminated, and if it is determined that θS has exceeded SO, the process proceeds to step S490 to determine that the value of the target opening degree SO is no longer valid and stored. The value RO is reset and the process ends.

If it is determined in step S470 that the standby control prohibition condition has not been satisfied, the flow advances to step S470.
The flow shifts to 480, where it is determined whether the sub-throttle opening θS is fully open or not. Here, if it is determined that θS is fully open, the standby is completed and the process proceeds to the next step S490. Since the TRC control has not been entered during this time, it is determined that the value of the target opening degree SO is no longer valid, and the stored value RO is reset. To end the processing. If it is not determined in step S480 that the sub-throttle opening θS is fully open, the flow shifts to step S490, increments the counter n by one, and returns to step S440.

The processing in steps S440 to S520 represents processing for gradually opening the sub-throttle after standby, and enters TRC control on the way, disables standby, or increases the driving force so as to gradually increase. It is repeatedly executed until θS is fully opened. Therefore, in addition to the above method, the sub-throttle target opening Tθ is obtained by feedback calculation used in normal TRC control (when the wheel is not spinning during standby, the calculation of the TRC control expression determines the opening to increase θS more and more). , Tθ = at ² (t is time, a is a coefficient) and the like.

Here, the normal TRC control will be described. As shown in FIG. 8, the drive wheel speed VR becomes larger than the vehicle body speed VF, and the main throttle opening θM becomes larger, so that the rotational speed NE becomes gradually larger. driven wheel speed VR is made operating condition exceeds a target driving wheel speed VS, close the sub-throttle opening θS to Dθ or SO, in a stable TRC control time period T _1, the stored value RO is updated.

[0058] Furthermore, the described standby control, as shown in FIG. 9, when the main throttle opening θM exceeds target opening SO based on stored value RO enters standby control, the sub-throttle opening θS in the period T ₂ closed to the target opening sO, the driving force in the period T ₃ is opened gradually gradually increases as the sub-throttle opening .theta.S. Thus, the drive wheel speed VR is the throttle opening control execution condition exceeds the target driving wheel speed VS is satisfied, the process proceeds to TRC control, the stored value RO is updated during stable TRC control time period T _4.

As shown in FIG. 10, after the main throttle opening .theta.M exceeds the target opening SO and enters standby control, even if the sub throttle opening .theta. but when not exceeds the target driving wheel speed VS resets the stored value RO at t ₅ to the sub-throttle opening θS becomes fully opened.

In the above embodiment, the main throttle valve and the sub throttle valve are provided.
The configuration may be such that the opening of a single throttle valve is opened and closed according to the accelerator opening and simultaneously controlled by TRC control, and is not limited to the above embodiment.

[0061]

As described above, according to the acceleration slip control device of the present invention, the timing of closing the throttle valve based on the prediction of the acceleration slip according to the gear shift position becomes appropriate, and it is possible to prevent poor acceleration at a high gear. can be an appropriate initial throttle opening corresponding to the initial target opening of the standby control is started in the power of the drive wheels, further, the stored value is low
It is set on a μ road and can prevent poor acceleration of the vehicle when moving to a high μ road, which is extremely useful in practice.

[Brief description of the drawings]

FIG. 1 is a principle diagram of the present invention.

FIG. 2 is a view showing one embodiment of a vehicle provided with the device of the present invention.

FIG. 3 is a flowchart of an acceleration slip control process.

FIG. 4 is a flowchart of an acceleration slip control process.

FIG. 5 is a flowchart of an acceleration slip control process.

FIG. 6 is an iso-power diagram of the internal combustion engine.

FIG. 7 is a diagram for explaining TRC control;

FIG. 8 is a diagram for explaining TRC control;

FIG. 9 is a diagram for describing standby control.

FIG. 10 is a diagram for describing standby control.

[Explanation of symbols]

 M1 Traction control means M2 Internal combustion engine M4 Throttle valve M5 Threshold calculation means M6 Gear position detection means M7 Changing means M8 Acceleration slip prediction means M9 Standby control means

────────────────────────────────────────────────── ⁷ Continuation of the front page (51) Int.Cl. ⁷ Identification code FI F02D 45/00364 F02D 45 / 00364G (56) References JP-A-3-202647 (JP, A) JP-A-62-237048 (JP, A) (58) Field surveyed (Int. Cl. ⁷ , DB name) F02D 29/00-29/06

Claims (1)

(57) [Claims] 1. A acceleration slip control device driven wheel speed to reduce the acceleration slip and closing control of the throttle valve in the acceleration slip incurred exceeding the target driving wheel speed based on the vehicle speed of the vehicle, in accordance with the road surface μ A threshold value calculating means for calculating a threshold value of the throttle opening, and when no acceleration slip has occurred, predicting that an acceleration slip will occur when the current throttle opening exceeds the above threshold value, and moving the throttle valve to the target opening. An acceleration slip control device including a closing standby control means, wherein: a gear position detection means for detecting a gear position of the transmission; and a threshold value and the predetermined opening degree as the detected gear position is a gear position having a smaller gear ratio. of and a changing means for changing the initial target opening to a large value, the standby control means, the road surface μ in the vehicle operation
After closing the throttle valve to the target opening in consideration of the stored value set by the estimation and opening the throttle valve with time, the opening of the throttle valve became the predetermined opening without executing the acceleration slip control. the Symbol in the case
Acceleration slip control device, characterized in that resetting the 憶 value.