System and method for controlling engine output to suppress slips on wheels applicable to automotive vehicle

• US 5,124,922 A
• Filed: 08/30/1990
• Issued: 06/23/1992
• Est. Priority Date: 09/05/1989
• Status: Expired due to Fees

• Current Assignee: Nissan Motor Co., Ltd.
• Original Assignee: Nissan Motor Co., Ltd.
• Inventors: Akiyama, Takeo
• Primary Examiner(s): Chin, Gary
• Application Number:
  US07/574,682
• Time in Patent Office: 663 Days
• Field of Search: 364/426.02, 364/426.03, 180/197, 123/399, 123/336
• US Class Current: 701/85
• CPC Class Codes: B60K 28/16 responsive to, or preventing, skidding of wheels brake control systems for vehicle drive stability B60T8/1755; arrangements responsive to a speed condition for adjusting wheel braking force B60T8/32; control of vehicle driving stability otherwise than by controlling the propulsion unit only B60W30/02; preventing wheel slippage by reducing power in rail vehicles B61C15/00

Abstract

A system and method for controlling engine output applicable to an automotive vehicle are disclosed in which when an engine output control condition is not satisfied and a predetermined follow-up control release condition is not satisfied, a second throttle valve additionally installed in series with a first throttle valve associated with an accelerator is controlled so as to follow up the angular displacement (opening angle) of the first throttle valve. Therefore, a sticking of the second throttle valve due to adhering or freezing of rust or foreign matters thereonto can be prevented. In addition, the follow-up control of the second throttle valve permits the second throttle valve to be displaced in a low opening angle required for the engine output reduction control in a short period of time. Thus, a responsive characteristic of reducing a slip rate on drive wheels can be improved. When the follow-up throttle valve is returned toward its fully open position. Thus, a durability of a second throttle valve actuator can be enhanced. The second throttle valve, therefore, does not provide an intake air resistance and/or turbulence for the engine intake air.

Claims

1. A system for controlling an engine output to suppress drive wheel slippage applicable to an automotive vehicle, comprising:

a) a first engine driving force adjusting mechanism installed within an engine intake passage and interlocked with an accelerator of the vehicle;

b) a second engine driving force adjusting mechanism installed in series with the first engine driving force adjusting mechanism;

c) an actuator for actuating the second engine driving force adjusting mechanism;

d) first means for detecting slip conditions of wheels to which the engine output driving force is transmitted;

e) second means for determining whether or not a predetermined engine output control condition including wheel slip information is satisfied;

f) third means for outputting a control command to the actuator when the predetermined engine output control condition is satisfied, the control command being output to the actuator so that an actuation of the second driving force adjusting mechanism causes the engine output to be reduced;

g) fourth means for detecting a first operating variable of the first engine driving force adjusting mechanism;

h) fifth means for detecting a second operating variable of the second driving force adjusting mechanism; and

i) sixth means for providing follow-up control of the second operating variable of the second engine driving force adjusting mechanism so as to make the second operating variable of the second engine driving force adjusting mechanism coincide with the first operating variable of the first engine driving force adjusting mechanism when the predetermined engine output control condition is not satisfied and for outputting another control command to the actuator so that the second operating variable of the second engine driving force adjusting mechanism is returned toward zero when a predetermined follow-up control release condition is satisfied.

2. A system as set forth in claim 1, wherein the automotive vehicle has four wheels, the rear wheels thereof being driven from the engine output, and wherein the first means included seventh means for detecting a right front wheel (right compliance wheel) speed V_ANR ;

eight means for detecting a left front wheel (left compliance wheel) speed V_ANL ;

ninth means for detecting a right rear wheel (right drive wheel) speed V_NAR ;

tenth means for detecting a left rear wheel (left drive wheel) speed V_NAL ;

eleventh means for calculating an average speed V_MAN of the drive wheels and an acceleration V_MAN thereof as follows;

V_MAN =(V_NAR +V_NAL)/2, and V_MAN =Δ

V_MAN /20 msec.;

twelfth means for calculating a vehicle body speed V_MNA and an acceleration V_MNA thereof as follows;

V_MNA =(V_ANR +V_ANL)/2, and V_MNA =Δ

V_MNA /20 msec.; and

thirteenth means for calculating a slip rate S_s of the drive wheels used to control the second engine driving force adjusting mechanism as follows;

S_s =(V_MAN -V_MNA)/V_MNA ×

100(%).

3. A system as set forth in claim 2, wherein the predetermined engine output control condition is such that said slip rate (S_s) of the drive wheels is equal to or above 4%.

4. A system as set forth in claim 3, which further comprises a timer which counts a time T when the slip rate of the drive wheels is equal to or below 2% (S_s ≦

2%) and the acceleration V_MAN of the drive wheels is equal to or below a predetermined acceleration V_o and wherein an end of said predetermined engine output control condition is defined as a condition wherein the timed value T of the timer exceeds a predetermined time T_o.

5. A system as set forth in claim 4, wherein the sixth means outputs the other control command to the actuator when the follow-up control release condition is not satisfied and the slip rate of the drive wheels is expressed as follows:

S_s <

4%.

6. A system as set forth in claim 5, which further includes seventh means for establishing the predetermined follow-up control release condition and determining whether the predetermined follow-up control release condition is satisfied, the predetermined follow-up release condition being any one or each of determinations of whether a vehicular engine ignition switch is turned off, whether the vehicle has run a predetermined running distance after the follow-up control is ended, and whether a predetermined time has elapsed after the follow-up control is ended.

7. A system as set forth in claim 6, wherein the first and second operating variables are opening angles of first and second throttle valves and the system control of engine output to suppress drive wheel slippage is such that the opening angle of the second throttle valve is adjusted in three modes, open, closed and hold, according to an average speed difference of the front and rear wheels, vehicle body speed (V_MNA) and slip rate of the drive wheels (S_s).

8. A system applicable to an automotive vehicle, comprising:

a) a first throttle valve installed within an engine intake air passage and interlocked with an accelerator of the vehicle;

b) a second throttle valve additionally installed in series with the first throttle valve which is normally open but which is controlled independently of the first throttle valve when a slip suppression control is carried out;

c) an actuator for actuating the second throttle valve;

d) first means for detecting slip conditions of wheels to which the engine output is transmitted;

e) second means for establishing a predetermined control condition of the slip suppression control according to the slip conditions and determining whether the predetermined control condition is satisfied;

f) third means for outputting a control command to the actuator to actuate the second throttle valve to suppress slippage of the wheels, the control command being output to the actuator when the predetermined control condition is satisfied so that an actuation of the second throttle valve causes the engine output to be reduced;

g) fourth means for detecting a first opening angle of the first throttle valve;

h) fifth means for detecting a second opening angle of the second throttle valve;

i) sixth means for establishing a predetermined follow-up control condition, determining whether the predetermined follow-up control condition is satisfied, and controlling the second opening angle of the second throttle valve when the predetermined follow-up control condition is satisfied so as to make the second opening angle of the second throttle valve coincide with the first opening angle of the first throttle valve; and

j) seventh means for establishing a predetermined follow-up control release condition, determining whether the predetermined follow-up control release condition is satisfied, and outputting another control command to the actuator when the predetermined follow-up control release condition is satisfied so that the second throttle valve is returned toward its fully open position.

9. A system as set forth in claim 8, wherein the seventh means carries out the follow-up control so that the second opening angle of the second throttle valve coincides with the first opening angle of the first throttle valve when the follow-up control condition is not satisfied.

10. A method for controlling an engine output applicable to an automotive vehicle, comprising the steps of:

a) providing a first throttle valve installed within an engine intake passage and interlocked with an accelerator of the vehicle;

b) providing a second throttle valve additionally installed in series with the first throttle valve which is normally open but which is controlled independently of the first throttle valve when a slip suppression control is carried out;

c) providing an actuator for actuating the second throttle valve;

d) detecting slip conditions of drive wheels to which the engine output is transmitted;

e) establishing a predetermined control condition of the slip suppression control according to the slip conditions and determining whether the predetermined control condition is satisfied;

f) outputting a control command to the actuator to actuate the second throttle valve to suppress slippage of the wheels, the control command being output to the actuator when the predetermined control condition is satisfied so that an actuation of the second throttle valve causes the engine output to be reduced;

g) detecting a first opening angle of the first throttle valve;

h) detecting a second opening angle of the second throttle valve;

i) establishing a predetermined follow-up control condition, determining whether the predetermined follow-up control condition is satisfied, and controlling the second opening angle of the second throttle valve when the predetermined follow-up control condition is satisfied so as to make the second opening angle of the second throttle valve coincide with the first opening angle of the first throttle valve; and

j) establishing a predetermined follow-up control release condition, determining whether the predetermined follow-up control release condition is satisfied, and outputting another control command to the actuator when the predetermined follow-up control release condition is satisfied so that the second throttle valve is returned toward its fully open position.