JP2002347599A - Acceleration slip detector for four-wheel drive vehicle - Google Patents
Acceleration slip detector for four-wheel drive vehicleInfo
- Publication number
- JP2002347599A JP2002347599A JP2001160611A JP2001160611A JP2002347599A JP 2002347599 A JP2002347599 A JP 2002347599A JP 2001160611 A JP2001160611 A JP 2001160611A JP 2001160611 A JP2001160611 A JP 2001160611A JP 2002347599 A JP2002347599 A JP 2002347599A
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- Japan
- Prior art keywords
- speed
- wheel
- vehicle
- acceleration slip
- difference
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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- Regulating Braking Force (AREA)
- Arrangement And Driving Of Transmission Devices (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、トラクションコン
トロールなどを行う際に使用される四輪駆動車両の加速
スリップ検出装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a device for detecting acceleration slip of a four-wheel drive vehicle used for performing traction control and the like.
【０００２】[0002]
【従来の技術】従来から車両の車体速度を推定する方法
として車輪速度から車体速度を求める方法が一般的であ
るが、四輪駆動車においては、四輪とも加速スリップす
る状態が生じる場合があり、車輪速度からでは正確な車
体速度を求めることができない場合がある。そのような
課題に着目したものに、例えば特開平１０−１４１１０
４号公報などに記載されたものがある。この従来例にあ
っては、各輪の車輪速度の変化が基準値（検出閾値）を
超えているかを判断し、全輪とも基準値を越えている場
合に、全輪が加速スリップしていると判断している。た
とえば、図９に示すように、従駆動輪の速度変化である
加速度を検出し、該加速度度が所定の検出閾値よりも大
きければ従駆動輪がスリップしていると判定している。2. Description of the Related Art Conventionally, as a method of estimating a vehicle body speed of a vehicle, a method of calculating a vehicle body speed from a wheel speed is generally used. However, in a four-wheel drive vehicle, a state in which all four wheels accelerate and slip may occur. In some cases, an accurate vehicle speed cannot be obtained from the wheel speed. Focusing on such a problem, for example, Japanese Patent Application Laid-Open No. H10-14110
No. 4 publication and the like. In this conventional example, it is determined whether or not the change in the wheel speed of each wheel exceeds a reference value (detection threshold), and if all the wheels exceed the reference value, all the wheels are slipping due to acceleration. I judge. For example, as shown in FIG. 9, an acceleration, which is a change in speed of a driven wheel, is detected, and if the degree of acceleration is greater than a predetermined detection threshold, it is determined that the driven wheel is slipping.
【０００３】[0003]
【発明が解決しようとする課題】しかしながら、上記従
来の技術では、基準値を超えないような低加速度の場合
には、図１０に示すように車輪速度の変化が小さいため
に、検出閾値未満となって全輪スリップと判定できない
ことから、例えば推定車体速度が実際の車体速度より大
きな値となってしまうという問題がある。However, according to the above-mentioned prior art, when the acceleration is low so as not to exceed the reference value, the change in the wheel speed is small as shown in FIG. Therefore, there is a problem that the estimated vehicle speed becomes larger than the actual vehicle speed, for example.
【０００４】本発明は、上記のような問題点に着目して
なされたもので、低加速度状態でのスリップも検出可能
な四輪駆動車両の加速スリップ検出装置を提供すること
を課題としている。SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and has as its object to provide an acceleration slip detection device for a four-wheel drive vehicle that can detect a slip in a low acceleration state.
【０００５】[0005]
【課題を解決するための手段】上記課題を解決するため
に、本発明のうち請求項１に記載した発明は、左右輪の
回転数差を許容する差動装置と、各車輪の車輪速度を検
出する車輪速検出センサとを備えた四輪駆動車両での加
速スリップ検出装置において、上記車輪速検出センサの
検出値に基づき、前後輪のうちの一方の左右輪における
車輪速度の高いものから、前後輪のうちの他方の左右輪
における車輪速度の低いものを減算した速度差が、所定
閾値以上の場合に加速スリップしていると判定する加速
スリップ判定手段を備えることを特徴とするものであ
る。In order to solve the above-mentioned problems, the invention described in claim 1 of the present invention provides a differential device that allows a difference in rotation speed between left and right wheels and a wheel speed of each wheel. In an acceleration slip detection device in a four-wheel drive vehicle equipped with a wheel speed detection sensor to detect, based on a detection value of the wheel speed detection sensor, from a wheel having a high wheel speed in one of the front and rear wheels, left and right wheels, An acceleration slip determination unit that determines that an acceleration slip has occurred when a speed difference obtained by subtracting a lower wheel speed of the other left and right wheels of the front and rear wheels is equal to or greater than a predetermined threshold value. .
【０００６】次に、請求項２に記載した発明は、左右輪
の回転数差を許容する差動装置と、各車輪の車輪速度を
検出する車輪速検出センサとを備えた四輪駆動車両での
加速スリップ検出装置において、上記車輪速検出センサ
の検出値に基づき、前後輪のうちの一方の左右輪におけ
る車輪速度の高いものから、前後輪のうちの他方の左右
輪における車輪速度の低いものを除した速度比が、所定
閾値以上の場合に加速スリップしていると判定する加速
スリップ判定手段を備えることを特徴とするものであ
る。Next, a second aspect of the present invention is a four-wheel drive vehicle provided with a differential device that allows a difference in rotation speed between left and right wheels, and a wheel speed detection sensor that detects a wheel speed of each wheel. In the acceleration slip detection device of the above, based on the detection value of the wheel speed detection sensor, the wheel speed of one of the front and rear wheels is high from the wheel speed of the left and right wheels of the other front and rear wheels is low And an acceleration slip determining means for determining that an acceleration slip has occurred when the speed ratio obtained by dividing the speed ratio is equal to or larger than a predetermined threshold value.
【０００７】次に、請求項３に記載した発明は、請求項
１又は請求項２に記載した構成に対し、上記閾値は、車
両の走行状態に基づき、車両旋回時の前後輪又は左右輪
の輪速差分の補正をして設定されることを特徴とするも
のである。次に、請求項４に記載した発明は、請求項１
に記載した構成に対し、一定の摩擦係数の路面で且つ一
定の車体速度において上記速度差が最大となる舵角の状
態で、所定摩擦係数の路面における、車体速度と上記速
度差との関係を求め、その関係に基づき、車体速度毎に
上記所定閾値を設定することを特徴とするものである。According to a third aspect of the present invention, in accordance with the first or second aspect, the threshold value is determined based on a running state of the vehicle based on the front and rear wheels or the left and right wheels when the vehicle turns. It is characterized in that it is set by correcting the wheel speed difference. Next, the invention described in claim 4 is based on claim 1
In the state of the steering angle at which the speed difference is maximum at a road surface with a constant friction coefficient and at a constant vehicle speed, the relationship between the vehicle speed and the speed difference on a road surface with a predetermined friction coefficient is compared with the configuration described in The predetermined threshold value is set for each vehicle speed based on the obtained relationship.
【０００８】次に、請求項５に記載した発明は、請求項
２に記載した構成に対し、一定の摩擦係数の路面で且つ
一定の車体速度において上記速度比が最大となる舵角の
状態で、所定摩擦係数の路面における、車体速度と上記
速度比との関係を求め、その関係に基づき、車体速度毎
に上記所定閾値を設定することを特徴とするものであ
る。Next, the invention according to claim 5 is different from the structure according to claim 2 in that the steering ratio is maximized on a road surface having a constant friction coefficient and at a constant vehicle speed. A relationship between the vehicle speed and the speed ratio on a road surface having a predetermined coefficient of friction is determined, and the predetermined threshold is set for each vehicle speed based on the relationship.
【０００９】次に、請求項６に記載した発明は、請求項
４又は請求項５に記載した構成に対し、上記所定摩擦係
数の路面は、高μ路の路面であることを特徴とするもの
である。次に、請求項７に記載した発明は、請求項１〜
請求項３のいずれかに記載した構成に対し、車両の横方
向加速度を検出する横加速度検出手段を備え、該横加速
検出手段の検出値に応じて上記所定閾値を設定すること
を特徴とするものである。Next, the invention described in claim 6 is characterized in that the road surface having the predetermined coefficient of friction is a high μ road surface, in contrast to the configuration described in claim 4 or 5. It is. Next, the invention described in claim 7 relates to claims 1 to
4. The vehicle according to claim 3, further comprising a lateral acceleration detecting means for detecting a lateral acceleration of the vehicle, wherein the predetermined threshold is set according to a detection value of the lateral acceleration detecting means. Things.
【００１０】次に、請求項８に記載した発明は、請求項
１〜請求項３のいずれかに記載した構成に対し、車両の
左右の荷重差の変化量を検出する荷重差検出手段を備
え、その荷重差検出手段の検出値に応じて上記所定閾値
を設定することを特徴とするものである。次に、請求項
９に記載した発明は、請求項１〜請求項８のいずれかに
記載した構成に対し、悪路を走行中か否かを判定する悪
路推定手段を備え、該悪路推定手段が悪路と判定してい
る間は、上記加速スリップの検出を中止することを特徴
とするものである。Next, the invention according to claim 8 is provided with a load difference detecting means for detecting a change amount of a load difference between right and left of the vehicle, in addition to the structure according to any one of claims 1 to 3. The above-mentioned predetermined threshold value is set according to the detection value of the load difference detecting means. Next, according to a ninth aspect of the present invention, the configuration according to any one of the first to eighth aspects further comprises a rough road estimating means for determining whether or not the vehicle is traveling on a rough road. While the estimating means determines that the road is rough, the detection of the acceleration slip is stopped.
【００１１】[0011]
【発明の効果】請求項１に係る発明によれば、前後輪間
における速度差、特に前後輪のうちの一方の左右輪にお
ける速度の高い側の車輪と、前後輪のうちの他方の左右
輪における速度の低い車輪との間の速度差に基づいて加
速スリップを検出するので、低加速度でのスリップを検
出することができる。また、従来から設置される車輪速
検出センサの検出値に基づいて加速スリップを検出する
ので、加速スリップを検出するために新たな検出要素を
追加する必要がない。According to the first aspect of the present invention, the speed difference between the front and rear wheels, in particular, the high-speed wheel of one of the front and rear wheels, and the other of the front and rear wheels. The acceleration slip is detected on the basis of the speed difference between the wheel and the low-speed wheel at, so that the slip at low acceleration can be detected. Further, since the acceleration slip is detected based on the detection value of the conventionally installed wheel speed detection sensor, it is not necessary to add a new detection element for detecting the acceleration slip.
【００１２】請求項２に係る発明によれば、前後輪間に
おける速度比、特に前後輪のうちの一方の左右輪におけ
る速度の高い側の車輪と、前後輪のうちの他方の左右輪
における速度の低い車輪との間の速度比に基づいて加速
スリップを検出するので、低加速度でのスリップを検出
することができる。また、従来から設置される車輪速検
出センサの検出値に基づいてスリップを検出するので、
加速スリップを検出するために新たな検出要素を追加す
る必要がない。According to the second aspect of the present invention, the speed ratio between the front and rear wheels, in particular, the speed of one of the front and rear wheels on the left and right sides, and the speed of the other front and rear wheels on the left and right wheels The acceleration slip is detected on the basis of the speed ratio between the wheel and the low-speed wheel, so that the slip at low acceleration can be detected. In addition, since slip is detected based on a detection value of a conventionally installed wheel speed detection sensor,
There is no need to add a new detection element to detect the acceleration slip.
【００１３】ここで、車両旋回時にあっては、加速スリ
ップが生じていなくても前後輪や左右輪で車輪速度差が
発生する。これに対し、請求項３に係る発明によれば、
車両の走行状態に基づいて、上記車輪速度差分だけ閾値
を補正するので、旋回時に前後輪速差や左右輪速差が生
じることによるスリップ誤判定を防止することができ
る。また、車両の走行状態によって閾値を設定するの
で、実際に生じる加速スリップに対しての閾値を小さく
することが可能となる結果、加速スリップの検出感度が
向上する。Here, when the vehicle is turning, a difference in wheel speed occurs between the front and rear wheels and the left and right wheels even if no acceleration slip occurs. On the other hand, according to the invention of claim 3,
Since the threshold value is corrected based on the wheel speed difference based on the running state of the vehicle, it is possible to prevent an erroneous slip determination due to a front-rear wheel speed difference or a left-right wheel speed difference during turning. Further, since the threshold value is set according to the running state of the vehicle, the threshold value for the actually generated acceleration slip can be reduced, and as a result, the detection sensitivity of the acceleration slip is improved.
【００１４】また、請求項４に係る発明は、上記旋回時
の車輪速度差が一番大きくなる舵角の状態での車体速度
と速度差との関係を求め、該関係に基づいて、車体速度
毎に閾値を定めることで、つまり車両の走行状態に応じ
て旋回時の車輪速度差分の補正をして閾値を定めること
で、上記旋回時の車輪速度差を加味した閾値となって、
旋回時に前後輪速差や左右輪速差が生じることによるス
リップ誤判定を防止することができる。Further, according to a fourth aspect of the present invention, the relationship between the vehicle speed and the speed difference in the state of the steering angle at which the wheel speed difference at the time of turning becomes the largest is obtained, and the vehicle speed is determined based on the relationship. By setting a threshold value for each, that is, by correcting the wheel speed difference at the time of turning according to the traveling state of the vehicle and determining the threshold value, the threshold value takes into account the wheel speed difference at the time of turning,
Slip misjudgment due to front-rear wheel speed difference or left-right wheel speed difference during turning can be prevented.
【００１５】また、車体速度毎に閾値を設定、車体速度
に応じた閾値とすることで、実際に生じる加速スリップ
に対しの閾値を小さくすることが可能となる結果、加速
スリップの検出感度が向上する。同様に、請求項５に係
る発明は、上記旋回時の車輪速度差が一番大きくなる舵
角の状態での車体速度と速度比との関係を求め、該関係
に基づいて、車体速度毎の閾値を定めることで、つまり
車両の走行状態に応じて旋回時の車輪速度差分の補正を
して閾値を定めることで、上記旋回時の車輪速度差を加
味した閾値となって、旋回時に前後輪速差や左右輪速差
が生じることによるスリップ誤判定を防止することがで
きる。Further, by setting a threshold value for each vehicle speed and setting the threshold value in accordance with the vehicle speed, the threshold value for an actually occurring acceleration slip can be reduced. As a result, the detection sensitivity of the acceleration slip is improved. I do. Similarly, the invention according to claim 5 obtains the relationship between the vehicle speed and the speed ratio in the state of the steering angle at which the wheel speed difference at the time of turning is greatest, and based on the relationship, By determining the threshold value, that is, by correcting the wheel speed difference at the time of turning according to the traveling state of the vehicle and determining the threshold value, the threshold value takes into account the wheel speed difference at the time of turning, and the front and rear wheels at the time of turning It is possible to prevent erroneous slip determination due to a speed difference or a difference between left and right wheel speeds.
【００１６】また、車体速度毎に閾値を設定、車体速度
に応じた閾値とすることで、実際に生じる加速スリップ
に対しての閾値を小さくすることが可能となる結果、加
速スリップの検出感度が向上する。このとき、請求項６
に係る発明にあっては、上記閾値を設定するための関係
を求める際の路面を、旋回時の前後輪速差や左右輪速差
が一番大きくなる高μ路面とすることで、より確実に旋
回時に前後輪速差や左右輪速差が生じることによるスリ
ップ誤判定を防止することができる。Further, by setting a threshold value for each vehicle speed and setting the threshold value in accordance with the vehicle speed, the threshold value for the actually occurring acceleration slip can be reduced, so that the detection sensitivity of the acceleration slip is reduced. improves. At this time, claim 6
In the invention according to the above, the road surface when obtaining the relationship for setting the threshold value is a high μ road surface where the difference between the front and rear wheel speed and the difference between the left and right wheel speeds at the time of turning is the largest, so In addition, it is possible to prevent erroneous slip determination due to a front-rear wheel speed difference or a left-right wheel speed difference during turning.
【００１７】なお、上記高μ路の摩擦係数は一般には
０．７以上である。また、請求項７に係る発明によれ
ば、実際の旋回状態によって生じる横方向加速度に応じ
て閾値を設定するので、車両旋回による前後輪速差や左
右輪速差による誤判定を防止することができる。また、
請求項８に係る発明によれば、実際の旋回状態によって
生じる左右の荷重差の変化量に応じて閾値を設定するの
で、車両旋回による前後輪速差や左右輪速差による誤判
定を防止することができる。The friction coefficient of the high μ road is generally 0.7 or more. According to the seventh aspect of the present invention, since the threshold value is set in accordance with the lateral acceleration caused by the actual turning state, it is possible to prevent an erroneous determination due to a front and rear wheel speed difference and a left and right wheel speed difference due to vehicle turning. it can. Also,
According to the invention according to claim 8, the threshold value is set in accordance with the change amount of the left and right load difference caused by the actual turning state, so that an erroneous determination due to the front and rear wheel speed difference and the left and right wheel speed difference due to the vehicle turning is prevented. be able to.
【００１８】また、請求項９に係る発明によれば、車輪
速度が安定しない悪路ではスリップ判定を停止すること
で、誤判定を防止することができる。According to the ninth aspect of the present invention, the erroneous determination can be prevented by stopping the slip determination on a rough road where the wheel speed is not stable.
【００１９】[0019]
【発明の実施の形態】次に、本発明の実施形態について
図面を参照しつつ説明する。図１は、本実施形態に係る
四輪駆動の構成を模式的に表した図である。すなわち、
エンジン１の出力が、差動装置２，３を介して前輪３Ｆ
Ｒ、３ＦＬ及び後輪３ＲＲ、３ＲＬに伝達可能となって
いる。Next, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a diagram schematically illustrating a configuration of a four-wheel drive according to the present embodiment. That is,
The output of the engine 1 is transmitted to the front wheels 3F via the differentials 2 and 3.
R, 3FL and rear wheels 3RR, 3RL.
【００２０】ここで、本実施形態では、四輪駆動モード
と二輪駆動モードとの切替が可能となっていて、二輪駆
動の場合には、前輪３ＦＲ、３ＦＬにだけエンジン１の
出力が伝達可能となるように設定されている。そして、
本実施形態では、四輪駆動モードでは、後輪３ＲＲ、３
ＲＬよりも前輪３ＦＲ、３ＦＬにエンジン１から伝達さ
れる出力が大きくなるか同等となるように設定されるこ
とで、前輪３ＦＲ、３ＦＬが主駆動輪を構成し、後輪３
ＲＲ、３ＲＬが従駆動輪を構成している。In this embodiment, switching between the four-wheel drive mode and the two-wheel drive mode is possible. In the case of two-wheel drive, the output of the engine 1 can be transmitted only to the front wheels 3FR and 3FL. It is set to be. And
In the present embodiment, in the four-wheel drive mode, the rear wheels 3RR, 3RR
By setting the output transmitted from the engine 1 to the front wheels 3FR and 3FL to be greater than or equal to RL, the front wheels 3FR and 3FL constitute main drive wheels, and the rear wheels 3FR and 3FL constitute main drive wheels.
RR and 3RL constitute the driven wheels.
【００２１】また、各車輪３ＦＲ、３ＦＬ、３ＲＲ、３
ＲＬには、ホイールブレーキなどのブレーキ装置４Ｆ
Ｒ、４ＦＬ、４ＲＲ、４ＲＬが配置され、その各ブレー
キ装置４ＦＲ、４ＦＬ、４ＲＲ、４ＲＬには、制動油圧
を制御する油圧制御装置８に接続されている。さらに、
各車輪３ＦＲ、３ＦＬ、３ＲＲ、３ＲＬには、各車輪３
ＦＲ、３ＦＬ、３ＲＲ、３ＲＬの回転数（車輪速度）を
検出するための車輪速検出センサ５ＦＲ、５ＦＬ、５Ｒ
Ｒ、５ＲＬが配置されている。Each wheel 3FR, 3FL, 3RR, 3RR
RL has brake device 4F such as wheel brake
R, 4FL, 4RR, and 4RL are arranged, and each of the brake devices 4FR, 4FL, 4RR, and 4RL is connected to a hydraulic control device 8 that controls a braking hydraulic pressure. further,
Each wheel 3FR, 3FL, 3RR, 3RL has each wheel 3
Wheel speed detection sensors 5FR, 5FL, 5R for detecting rotation speeds (wheel speeds) of FR, 3FL, 3RR, 3RL
R and 5RL are arranged.
【００２２】車輪速検出センサ５ＦＲ、５ＦＬ、５Ｒ
Ｒ、５ＲＬは、検出した信号をコントローラ６に出力し
ている。コントローラ６は、各種のセンサなどのからの
信号を入力すると共に、上記エンジン１や油圧制御装置
８に制御信号を出力する。符号７は加速度センサ等の各
種のセンサを表す。コントローラ６には、加速スリップ
検出手段６Ａを備え、当該加速スリップ検出手段６Ａで
の判定結果などに基づいて、上述のようにエンジン１や
油圧制御装置８などに制御信号を出力する。例えば、図
示しないスロットバルブの開度を調整して各車輪３Ｆ
Ｒ、３ＦＬ、３ＲＲ、３ＲＬの駆動トルクを制御した
り、加速スリップの発生しているブレーキ装置の制動油
圧を油圧制御装置８で制御して加速スリップを抑制する
ように制動制御する。Wheel speed detection sensors 5FR, 5FL, 5R
R and 5RL output the detected signals to the controller 6. The controller 6 receives signals from various sensors and outputs control signals to the engine 1 and the hydraulic control device 8. Reference numeral 7 represents various sensors such as an acceleration sensor. The controller 6 includes an acceleration slip detection unit 6A, and outputs a control signal to the engine 1, the hydraulic control device 8, and the like, as described above, based on the determination result of the acceleration slip detection unit 6A. For example, by adjusting the opening of a slot valve (not shown),
The driving torque of R, 3FL, 3RR, and 3RL is controlled, and the brake hydraulic pressure of the brake device in which the acceleration slip occurs is controlled by the hydraulic control device 8 to perform the braking control so as to suppress the acceleration slip.
【００２３】次に、本発明に関わる加速スリップ検出手
段の処理について説明する。加速スリップ検出手段は、
所定サンプリング時間単位に起動されて、図２に示すよ
うな処理を行う。すなわち、ステップＳ１００にて、上
記車輪速検出センサ５ＦＲ、５ＦＬ、５ＲＲ、５ＲＬの
検出信号に基づいて、前輪３ＦＲ、３ＦＬ及び後輪３Ｒ
Ｒ、３ＲＬの車輪速度を入力して、ステップＳ１１０に
移行する。ステップＳ１１０では、悪路判定手段を呼び
出し、該悪路判定手段から復帰したらステップＳ１２０
に移行する。Next, the processing of the acceleration slip detecting means according to the present invention will be described. The acceleration slip detecting means is:
It is activated every predetermined sampling time and performs the processing as shown in FIG. That is, in step S100, the front wheels 3FR, 3FL and the rear wheels 3R are determined based on the detection signals of the wheel speed detection sensors 5FR, 5FL, 5RR, 5RL.
After inputting the wheel speeds of R and 3RL, the process proceeds to step S110. In step S110, the rough road determination means is called, and after returning from the rough road determination means, step S120 is performed.
Move to
【００２４】ステップＳ１２０では、上記悪路判定手段
からの信号に基づき、悪路を走行中か否かを判定し、悪
路と判定した場合には、処理を終了する。一方、悪路で
ないと判定した場合には、ステップＳ１３０に移行す
る。ステップＳ１３０では、左右後輪３ＲＲ、３ＲＬの
各輪速を比較し、大きい側の輪速を選択してＶｓに代入
し、ステップＳ１４０に移行する。In step S120, it is determined whether or not the vehicle is traveling on a rough road based on the signal from the rough road determination means. If it is determined that the vehicle is running on a rough road, the process is terminated. On the other hand, when it is determined that the road is not a bad road, the process proceeds to step S130. In step S130, the respective wheel speeds of the left and right rear wheels 3RR and 3RL are compared, the wheel speed on the higher side is selected and substituted for Vs, and the process proceeds to step S140.
【００２５】ステップＳ１４０では、左右前輪３ＦＲ、
３ＦＬの各輪速を比較して、小さい側の輪速を選択して
Ｖｍに代入し、ステップＳ１５０に移行する。ステップ
Ｓ１５０では、下記式によって速度差ΔＶを算出してス
テップＳ１７０に移行する。 ΔＶ ＝ Ｖｓ − Ｖｍ ステップＳ１７０では、上記速度差ΔＶが所定閾値ＨＶ
以上の大きさ否かを判定して、所定閾値ＨＶ以上と判定
した場合にはステップＳ１８０に移行して、従駆動輪で
加速スリップが生じていると判断して、加速スリップ有
りフラグＫーＦＬＧをＯＮにして処理を終了する。In step S140, the left and right front wheels 3FR,
By comparing the wheel speeds of 3FL, the wheel speed on the smaller side is selected and substituted for Vm, and the routine goes to Step S150. In step S150, the speed difference ΔV is calculated by the following equation, and the process proceeds to step S170. ΔV = Vs−Vm In step S170, the speed difference ΔV is equal to the predetermined threshold HV.
It is determined whether or not the magnitude is greater than or equal to the predetermined threshold value HV. If it is determined that the magnitude is equal to or greater than the predetermined threshold value HV, the process proceeds to step S180, where it is determined that an acceleration slip has occurred in the driven wheel, and the acceleration slip presence flag K-FLG is determined. Is turned on to end the process.
【００２６】一方、ステップＳ１７０にて速度差ΔＶが
所定閾値ＨＶ未満と判定した場合には、従駆動輪で加速
スリップが生じていないと判断して、加速スリップ有り
フラグＫーＦＬＧをＯＦＦにして処理を終了する。ま
た、上記悪路判定手段は、特開２０００−２３３７３９
号公報などに記載されているような公知の判定方法で、
路面が悪路か否かを判定する。たとえば、車輪速度の変
動状態（周波数など）が路面の凹凸によるものか否かで
判定する。On the other hand, if it is determined in step S170 that the speed difference ΔV is less than the predetermined threshold value HV, it is determined that no acceleration slip has occurred in the driven wheels, and the acceleration slip flag K-FLG is turned off. The process ends. Further, the bad road determination means is disclosed in Japanese Patent Laid-Open No. 2000-233739.
In a known determination method such as that described in
It is determined whether the road surface is a bad road. For example, the determination is made based on whether or not the fluctuation state (frequency, etc.) of the wheel speed is due to unevenness of the road surface.
【００２７】次に、上記構成の四輪駆動車両の加速スリ
ップ検出の作用・効果などについて説明する。車体速度
に対して全輪が加速スリップして、各輪の車輪速度が車
体速度によりも大きくなった場合、実際の路面は左右の
車輪３ＦＲ、３ＦＬ、３ＲＲ、３ＲＬが接地している路
面μに差があるので、図３に示すように、車輪３ＦＲ、
３ＦＬ、３ＲＲ、３ＲＬに車輪速度差が発生する。この
とき、主駆動輪の低い方の車輪速度Ｖｍと従駆動輪の高
い方の車輪速度Ｖｓとを比較すると、一般的には、Ｖｓ
＞Ｖｍとなる。これは、低加速度状態であっても同様で
あり、低加速度時であっても、図３（ｂ）に示すよう
に、検出閾値ＨＶを超えて従駆動輪の加速スリップを検
出することができる。なお、従駆動輪が加速スリップし
ている場合には、一般的に主駆動輪も加速スリップして
いる。Next, the operation and effect of detecting the acceleration slip of the four-wheel drive vehicle having the above configuration will be described. If all the wheels accelerate and slip relative to the vehicle speed and the wheel speed of each wheel becomes higher than the vehicle speed, the actual road surface is on the road surface μ where the left and right wheels 3FR, 3FL, 3RR, and 3RL are in contact with the ground. Since there is a difference, as shown in FIG.
Wheel speed differences occur between 3FL, 3RR, and 3RL. At this time, a comparison between the lower wheel speed Vm of the main drive wheel and the higher wheel speed Vs of the slave drive wheel shows that, in general, Vs
> Vm. This is the same even in the low acceleration state. Even in the low acceleration state, as shown in FIG. 3B, the acceleration slip of the driven wheel can be detected exceeding the detection threshold HV. . In addition, when the slave drive wheel slips on acceleration, the main drive wheel generally also slips on acceleration.
【００２８】ここで、上記実施形態では、従駆動輪にお
ける左右輪のうちの輪速の高い方から、主駆動輪におけ
る左右輪のうちの輪速の低い方を引いて速度差ΔＶを求
めているが、主駆動輪における左右輪のうちの輪速の高
い方から、従駆動輪における左右輪のうちの輪速の低い
方を引いて速度差ΔＶを求めても良い。このよう求めた
速度差ΔＶを使用しても低加速度時を含めた従駆動輪の
スリップを検出することができる。Here, in the above embodiment, the speed difference ΔV is obtained by subtracting the lower one of the left and right wheels of the main drive wheel from the higher one of the left and right wheels of the slave drive wheel. However, the speed difference ΔV may be obtained by subtracting the lower left and right wheel speeds of the left and right driven drive wheels from the higher left and right wheel speeds of the main drive wheels. Even if the speed difference ΔV obtained in this way is used, it is possible to detect slippage of the driven wheels, including at the time of low acceleration.
【００２９】また、上記実施形態では、従駆動輪におけ
る左右輪のうちの輪速の高い方Ｖｓから、主駆動輪にお
ける左右輪のうちの輪速の低い方Ｖｍを引いた速度差Δ
Ｖに基づいてスリップの有無を判定しているが、これに
限定されない。例えば、従駆動輪における左右輪のうち
の輪速の高い方Ｖｓに対する、主駆動輪における左右輪
のうちの輪速の低い方Ｖｍの速度比（δＶ＝（Ｖｍ／Ｖ
ｓ））を求め、該速度比が所定閾値ＨＶ′以上か否かで
判定するようにしても良い。作用・効果は同様である。In the above-described embodiment, the speed difference Δ is obtained by subtracting the lower wheel speed Vm of the left and right wheels of the main drive wheel from the higher wheel speed Vs of the left and right wheels of the slave drive wheel.
Although the presence or absence of a slip is determined based on V, it is not limited to this. For example, the speed ratio (δV = (Vm / V) of the lower driving wheel speed Vm of the left and right wheels of the main driving wheel to the higher driving wheel speed Vs of the left and right driving slave wheels.
s)), and the determination may be made based on whether the speed ratio is equal to or greater than a predetermined threshold value HV ′. The operation and effect are the same.
【００３０】次に、第２実施形態について図面を参照し
つつ説明する。なお、上記実施形態と同様な部品には同
一の符号を付して説明を省略する。本発明の基本構成
は、上記第１実施形態と同様であるが、上記所定閾値Ｈ
Ｖを車輪速度によって変更する点が異なる。すなわち、
上記加速スリップ検出手段において、ステップＳ１５０
とステップＳ１７０との間に、閾値ＨＶを設定するステ
ップＳ１６０を設けてある。Next, a second embodiment will be described with reference to the drawings. The same components as those in the above embodiment are denoted by the same reference numerals, and description thereof will be omitted. The basic configuration of the present invention is the same as that of the first embodiment, except that the predetermined threshold H
The difference is that V is changed depending on the wheel speed. That is,
In the acceleration slip detecting means, step S150
A step S160 for setting the threshold HV is provided between and step S170.
【００３１】上記ステップＳ１６０では、従駆動輪であ
る後輪３ＲＲ、３ＲＬの左右車輪速度の平均値を車体速
度と仮定し、図４示すような実線のグラフに基づき、従
駆動輪の車輪速度から閾値ＨＶをマップ検索によって算
出して設定している。次に、上記マップ検索で使用する
グラフの求め方について説明する。まず、高μ路の路面
であって且つ同一の車体速度という条件で、舵角と上記
速度差ΔＶとの関係を求める。速度差ΔＶは、舵角によ
って変化し、舵角が０から大きくなるにつれて速度差Δ
Ｖも大きくなるが、ある舵角で速度差ΔＶは最大とな
り、それ以上舵角を大きくしても、車輪速度が下がるこ
とから当該車輪速度から演算される速度差ΔＶは低下す
る。すなわち、その舵角と上記速度差ΔＶの関係は、一
般に、図５に示すようになっていて、当該図で示される
ような関係から、速度差ΔＶが最大となる舵角θを求め
る。In step S160, the average value of the left and right wheel speeds of the rear drive wheels 3RR and 3RL is assumed to be the vehicle speed. Based on the solid line graph shown in FIG. The threshold HV is calculated and set by a map search. Next, a method for obtaining a graph used in the map search will be described. First, the relationship between the steering angle and the speed difference ΔV is determined under the condition that the vehicle speed is the same on the high μ road surface. The speed difference ΔV changes depending on the steering angle, and the speed difference ΔV increases as the steering angle increases from 0.
Although V also increases, the speed difference ΔV becomes maximum at a certain steering angle, and even if the steering angle is further increased, the wheel speed decreases, so that the speed difference ΔV calculated from the wheel speed decreases. That is, the relationship between the steering angle and the speed difference ΔV is generally as shown in FIG. 5, and the steering angle θ at which the speed difference ΔV is maximum is obtained from the relationship as shown in the diagram.
【００３２】ここで、上記関係を求める際の車体速度
は、路面μとの関係から加速スリップしない範囲で選択
する。旋回時には、スリップしていなくても前後輪速差
や左右輪速差が生じるため、上記のような関係が求ま
る。また、上記舵角と速度差ΔＶとの関係は、高μ路で
なくてもほぼ同様な傾向となるため、当該舵角と速度差
ΔＶとの関係を求める際の路面条件を高μ路とすること
は必ずしも必要はないが、高μ路での速度差ΔＶの限界
値（ΔＶmax ）を求めるために、後述の車体速度と速度
差ΔＶとの関係を求める場合の路面条件と同じ高μ路に
揃えてある。Here, the vehicle speed at the time of obtaining the above relationship is selected within a range in which no acceleration slip occurs from the relationship with the road surface μ. At the time of turning, a difference in front and rear wheel speed and a difference in left and right wheel speed occur even if the vehicle is not slipping, and thus the above relationship is obtained. Further, since the relationship between the steering angle and the speed difference ΔV has substantially the same tendency even when the road is not on a high μ road, the road surface condition when obtaining the relationship between the steering angle and the speed difference ΔV is set to the high μ road. Although it is not always necessary to perform the above operation, in order to obtain the limit value (ΔV max ) of the speed difference ΔV on a high μ road, the same high μ μ is used as the road surface condition when a relationship between the vehicle speed and the speed difference ΔV described later is obtained. Aligned to the road.
【００３３】なお、高μ路とは、一般にはμ（摩擦係
数）が０．７以上の路面を指す。また、高μ路とするの
は、旋回時の前後輪速差や左右輪速差が一番大きくなる
ため、その時の舵角と速度差ΔＶとの関係を求めること
で、確実に旋回時のスリップ誤判定を防ぐことができ
る。すなわち、高μ路の中でも、最もμが高い状態での
舵角と速度差ΔＶとの関係を求めことが一番好ましい。A high μ road generally indicates a road surface having a μ (friction coefficient) of 0.7 or more. In addition, since the difference between the front and rear wheel speeds and the difference between the right and left wheel speeds when turning is the largest when the road is made to be a high μ road, the relationship between the steering angle at that time and the speed difference ΔV is determined, so that the Slip misjudgment can be prevented. That is, it is most preferable to obtain the relationship between the steering angle and the speed difference ΔV when the μ is the highest among the high μ roads.
【００３４】そして、上記求めた速度差ΔＶが最大とな
る舵角θの時の、車体速度と速度差ΔＶとの関係を求め
る。図６がその車輪速度と速度差ΔＶとの関係を示すも
のである。上記車体速度は、例えば、従駆動輪である後
輪３ＲＲ、３ＲＬにおける左右輪の平均値を採用すれば
よい。ここで、高μ路としているのは、所定車体速度に
対する速度差ΔＶは、路面の摩擦係数が高いほど高くな
ることから、十分に高い摩擦係数を持つ高μ路の路面を
採用している。そして、当該高μ路にて実際に走行し
て、上記舵角での、車体速度に対する上記速度差ΔＶを
求め、図４のように、該速度差ΔＶに適当な余裕代αを
加えた値を閾値ＨＶとして設定する。ここで、図６のグ
ラフは、図４中、一点鎖線のグラフに相当する。Then, the relationship between the vehicle body speed and the speed difference ΔV at the steering angle θ at which the obtained speed difference ΔV is the maximum is obtained. FIG. 6 shows the relationship between the wheel speed and the speed difference ΔV. As the vehicle speed, for example, the average value of the left and right wheels in the rear wheels 3RR and 3RL that are the driven wheels may be used. Here, the high μ road is used because the speed difference ΔV with respect to the predetermined vehicle speed increases as the friction coefficient of the road surface increases, and therefore a high μ road surface having a sufficiently high friction coefficient is adopted. Then, the vehicle actually travels on the high μ road, the speed difference ΔV with respect to the vehicle speed at the steering angle is obtained, and a value obtained by adding an appropriate margin α to the speed difference ΔV as shown in FIG. Is set as the threshold HV. Here, the graph of FIG. 6 corresponds to the one-dot chain line graph in FIG.
【００３５】このとき、路面一定で舵角一定の転舵走行
にて速度を上昇すると、上記速度差ΔＶは車速と共に増
加するが、摩擦力の限界から所定車速以上は車両が極め
て不安定となるので、実用上考慮する必要が無く、その
上限以上の車速となった場合には、ΔＶmax の値を基に
閾値ＨＶを設定すればよい。なお、高μ路で、車体速度
と速度差ΔＶの関係を求めているので、上記限界の速度
差ΔＶを、実用可能な範囲内で適切に設定することでき
る。At this time, if the speed is increased during the turning operation with a constant road surface and a constant steering angle, the speed difference ΔV increases with the vehicle speed. However, the vehicle becomes extremely unstable at a predetermined vehicle speed or more due to the limit of the frictional force. since practically no need to consider the case where a the upper limit or more of the vehicle speed may be set a threshold value HV based on the value of [Delta] V max. Since the relationship between the vehicle speed and the speed difference ΔV is determined on a high μ road, the above-described limit speed difference ΔV can be appropriately set within a practically usable range.
【００３６】ここで、主駆動輪が後輪３ＲＲ、３ＲＬの
車両の一部の車両にあっては、明確な速度差ΔＶの限界
値を持たず、車体速度と速度差ΔＶの関係において、速
度差ΔＶが常に０以下となるものがあるが、この場合に
は、閾値ＨＶとして０に適当な余裕代αを加えた値を採
用する。次に、本実施形態の構成の作用・効果等につい
て説明する。Here, some of the vehicles whose main drive wheels are the rear wheels 3RR and 3RL do not have a definite limit value of the speed difference ΔV, and the speed is determined by the relationship between the vehicle speed and the speed difference ΔV. In some cases, the difference ΔV is always equal to or smaller than 0. In this case, a value obtained by adding an appropriate margin α to 0 is adopted as the threshold HV. Next, the operation and effect of the configuration of the present embodiment will be described.
【００３７】転舵時、つまり車両旋回時においては、加
速スリップが発生していなくても前後輪の間及び左右輪
の間に輪速差が生じる。このため、上記第１実施形態の
ように閾値ＨＶを一定に設定する場合には、スリップ検
出の誤判断を避けようとすると、転舵時における最大の
輪速差を加味して上記閾値ＨＶを十分に大きく設定する
必要がある。At the time of turning, that is, at the time of turning the vehicle, a difference in wheel speed occurs between the front and rear wheels and between the left and right wheels even if no acceleration slip has occurred. For this reason, when the threshold HV is set to be constant as in the first embodiment, in order to avoid erroneous determination of slip detection, the threshold HV is set in consideration of the maximum wheel speed difference at the time of turning. Must be set large enough.
【００３８】これに対し、本第２実施形態の構成にあっ
ては、車速毎に、上記車両旋回時の車輪速度差ΔＶを加
味した閾値ＨＶを設定するので、実際の加速スリップ発
生に対する、閾値ＨＶの大きさを小さく設定することが
できる。この結果、加速スリップ検出の感度が向上す
る。しかも、車両旋回時の前後輪速差や左右輪速差を加
味して閾値ＨＶを設定しているので、当該車両旋回時に
前後輪速差や左右輪速差が生じることによる誤判断を防
止することができる。On the other hand, in the configuration of the second embodiment, the threshold value HV is set for each vehicle speed in consideration of the wheel speed difference ΔV at the time of turning of the vehicle. The magnitude of the HV can be set small. As a result, the sensitivity of the acceleration slip detection is improved. In addition, since the threshold value HV is set in consideration of the front and rear wheel speed difference and the left and right wheel speed difference at the time of turning the vehicle, erroneous determination due to the front and rear wheel speed difference and the left and right wheel speed difference occurring at the time of the vehicle turning is prevented. be able to.
【００３９】他の作用・効果は上記実施形態と同様であ
る。ここで、本実施形態では、速度差ΔＶが最大となる
舵角に基づき車両旋回時の前後輪速差分や左右輪速差分
を補正して閾値ＨＶを決定しているが、これに限定され
ない。例えば、車両の横加速度に基づいて上記車両旋回
時の前後輪速差分や左右輪速差分を補正して閾値ＨＶを
決定しても良い。すなわち、旋回時に発生する横加速度
と車輪速度差ΔＶとの関係を求めておき、図７に示すよ
うな、当該関係に余裕代αを加えた値（実線のグラフ）
を閾値ＨＶとして設定して、横加速度に応じて閾値ＨＶ
を設定するようにしても良い。Other functions and effects are the same as those of the above embodiment. Here, in the present embodiment, the threshold value HV is determined by correcting the difference between the front and rear wheel speeds and the difference between the right and left wheel speeds during the turning of the vehicle based on the steering angle at which the speed difference ΔV is the maximum, but is not limited to this. For example, the threshold value HV may be determined by correcting the difference between the front and rear wheel speeds and the difference between the left and right wheel speeds at the time of turning the vehicle based on the lateral acceleration of the vehicle. That is, a relationship between the lateral acceleration generated at the time of turning and the wheel speed difference ΔV is determined in advance, and a value obtained by adding the margin α to the relationship as shown in FIG. 7 (solid line graph).
Is set as the threshold HV, and the threshold HV is set according to the lateral acceleration.
May be set.
【００４０】なお、横加速度は、加速度センサで直接測
定しても良いし、舵角と車速との関係から推定される横
加速度を採用しても良い。または、横加速度の代わり
に、旋回時に生じる車両の左右荷重差によって、旋回の
状態を推定して、当該車両の左右荷重差に基づいて上記
車両旋回時の前後輪速差分や左右輪速差分を補正して閾
値ＨＶを決定しても良い。すなわち、旋回時に発生する
車両の左右荷重差と車輪速度差ΔＶとの関係を求めてお
き、図８に示すような、当該関係に余裕代αを加えた値
（実線のグラフ）を閾値ＨＶとして設定して、左右荷重
差に応じて閾値ＨＶを設定するようにしても良い。The lateral acceleration may be directly measured by an acceleration sensor, or a lateral acceleration estimated from the relationship between the steering angle and the vehicle speed may be used. Alternatively, instead of the lateral acceleration, the turning state is estimated based on the left / right load difference of the vehicle generated at the time of turning, and the front / rear wheel speed difference or the left / right wheel speed difference at the time of the vehicle turning is estimated based on the left / right load difference of the vehicle. The threshold value HV may be determined after correction. That is, the relationship between the left and right load difference of the vehicle generated at the time of turning and the wheel speed difference ΔV is obtained in advance, and a value obtained by adding a margin α to the relationship (a solid line graph) as shown in FIG. The threshold value HV may be set in accordance with the left and right load difference.
【００４１】ここで、左右荷重差は、左右のサスペンシ
ョンのストローク（例えば、ショックアブソーバの伸縮
量、サスペンションリンクの上下方向の角度、サスペン
ションスプリングの撓み量などから求める）から求める
ことができる。Here, the difference between the left and right loads can be determined from the stroke of the left and right suspensions (for example, determined from the amount of expansion and contraction of the shock absorber, the vertical angle of the suspension link, the amount of deflection of the suspension spring, etc.).
【図１】本発明に基づく実施形態に係る車両の構成を示
す模式図である。FIG. 1 is a schematic diagram showing a configuration of a vehicle according to an embodiment based on the present invention.
【図２】本発明に基づく実施形態に係るスリップ検出手
段の処理を示す図である。FIG. 2 is a diagram showing a process of a slip detecting unit according to the embodiment based on the present invention.
【図３】本発明に基づく実施形態に係るスリップ検出を
説明する図であって、（ａ）は時間と車輪速の関係を、
（ｂ）は時間と車輪速度差ΔＶとの関係を、（ｃ）は時
間とスリップの有無判断の関係を示す図である。FIG. 3 is a diagram illustrating slip detection according to the embodiment of the present invention, wherein (a) illustrates a relationship between time and wheel speed;
(B) is a diagram showing the relationship between time and the wheel speed difference ΔV, and (c) is a diagram showing the relationship between time and the presence or absence of slip.
【図４】本発明に基づく第２実施形態に係る車体速と閾
値ＨＶの関係を示す図である。FIG. 4 is a diagram illustrating a relationship between a vehicle speed and a threshold value HV according to a second embodiment of the present invention.
【図５】舵角と車輪速度差ΔＶとの関係を示す図であ
る。FIG. 5 is a diagram showing a relationship between a steering angle and a wheel speed difference ΔV.
【図６】車体速度と車輪速度差ΔＶとの関係を示す図で
ある。FIG. 6 is a diagram illustrating a relationship between a vehicle body speed and a wheel speed difference ΔV.
【図７】横加速度と閾値との関係を示す図である。FIG. 7 is a diagram illustrating a relationship between a lateral acceleration and a threshold.
【図８】左右の荷重差と閾値との関係を示す図である。FIG. 8 is a diagram illustrating a relationship between a left and right load difference and a threshold.
【図９】従来における、高加速度時におけるスリップ検
出を説明する図であって、（ａ）は時間と車輪速の関係
を、（ｂ）は時間と車輪加速度との関係を、（ｃ）は時
間とスリップの有無判定の関係を示す図である。FIGS. 9A and 9B are diagrams illustrating slip detection at high acceleration in the related art, where FIG. 9A shows a relationship between time and wheel speed, FIG. 9B shows a relationship between time and wheel acceleration, and FIG. It is a figure which shows the relationship between time and the presence or absence of a slip.
【図１０】従来における、低加速度時におけるスリップ
検出を説明する図であって、（ａ）は時間と車輪速の関
係を、（ｂ）は時間と車輪加速度との関係を、（ｃ）は
時間とスリップの有無判定の関係を示す図である。10A and 10B are diagrams illustrating a conventional slip detection at low acceleration, where FIG. 10A shows a relationship between time and wheel speed, FIG. 10B shows a relationship between time and wheel acceleration, and FIG. It is a figure which shows the relationship between time and the presence or absence of a slip.
１ エンジン ２、３ 差動装置 ３ＦＲ、３ＦＬ 前輪（従駆動輪） ３ＲＲ、３ＲＬ 後輪（主駆動輪） ４ＦＲ、４ＦＬ、４ＲＲ、４ＲＬ ブレーキ装置 ５ＦＲ、５ＦＬ、５ＲＲ、５ＲＬ 車輪速検出センサ ６ コントローラ ６Ａ スリップ検出手段 ８ 油圧制御装置 ΔＶ 車輪速度差 ＨＶ 閾値 DESCRIPTION OF SYMBOLS 1 Engine 2, 3 Differential device 3FR, 3FL Front wheel (sub drive wheel) 3RR, 3RL Rear wheel (main drive wheel) 4FR, 4FL, 4RR, 4RL Brake device 5FR, 5FL, 5RR, 5RL Wheel speed detection sensor 6 Controller 6A Slip detecting means 8 Hydraulic controller ΔV Wheel speed difference HV threshold
Claims (9)
と、各車輪の車輪速度を検出する車輪速検出センサとを
備えた四輪駆動車両での加速スリップ検出装置におい
て、 上記車輪速検出センサの検出値に基づき、前後輪のうち
の一方の左右輪における車輪速度の高いものから、前後
輪のうちの他方の左右輪における車輪速度の低いものを
減算した速度差が、所定閾値以上の場合に加速スリップ
していると判定する加速スリップ判定手段を備えること
を特徴とする四輪駆動車両の加速スリップ検出装置。1. An acceleration slip detecting device for a four-wheel drive vehicle, comprising: a differential device that allows a difference in rotational speed between left and right wheels; and a wheel speed detecting sensor that detects a wheel speed of each wheel. Based on the detection value of the detection sensor, the speed difference obtained by subtracting the lower wheel speed of the other left and right wheels of the front and rear wheels from the higher wheel speed of the left and right wheels of the front and rear wheels is equal to or greater than a predetermined threshold. An acceleration slip detection device for a four-wheel drive vehicle, comprising: acceleration slip determination means for determining that an acceleration slip has occurred in case of (1).
と、各車輪の車輪速度を検出する車輪速検出センサとを
備えた四輪駆動車両での加速スリップ検出装置におい
て、 上記車輪速検出センサの検出値に基づき、前後輪のうち
の一方の左右輪における車輪速度の高いものを、前後輪
のうちの他方の左右輪における車輪速度の低いもので除
した速度比が、所定閾値以上の場合に加速スリップして
いると判定する加速スリップ判定手段を備えることを特
徴とする四輪駆動車両の加速スリップ検出装置。2. An acceleration slip detecting device for a four-wheel drive vehicle, comprising: a differential device allowing a difference in rotational speed between left and right wheels; and a wheel speed detecting sensor detecting a wheel speed of each wheel. Based on the detection value of the detection sensor, a speed ratio obtained by dividing a wheel having a high wheel speed in one of the front and rear wheels and a wheel having a low wheel speed in the other front and rear wheels is a predetermined threshold or more. An acceleration slip detection device for a four-wheel drive vehicle, comprising: acceleration slip determination means for determining that an acceleration slip has occurred in the case of (1).
車両旋回時の前後輪又は左右輪の輪速差分の補正をして
設定されることを特徴とする請求項１又は請求項２に記
載した四輪駆動車両の加速スリップ検出装置。3. The method according to claim 1, wherein the threshold is based on a running state of the vehicle.
3. The acceleration slip detecting device for a four-wheel drive vehicle according to claim 1, wherein the wheel speed difference between the front and rear wheels or the left and right wheels when the vehicle turns is corrected and set.
速度において上記速度差が最大となる舵角の状態で、所
定摩擦係数の路面における、車体速度と上記速度差との
関係を求め、その関係に基づき、車体速度毎に上記所定
閾値を設定することを特徴とする請求項１に記載した四
輪駆動車両の加速スリップ検出装置。4. A relationship between the vehicle speed and the speed difference on a road surface having a predetermined friction coefficient is determined on a road surface having a predetermined friction coefficient, with the steering angle at which the speed difference is maximum at a road surface having a constant friction coefficient and a constant vehicle speed. The acceleration slip detecting device for a four-wheel drive vehicle according to claim 1, wherein the predetermined threshold value is set for each vehicle speed based on the relationship.
速度において上記速度比が最大となる舵角の状態で、所
定摩擦係数の路面における、車体速度と上記速度比との
関係を求め、その関係に基づき、車体速度毎に上記所定
閾値を設定することを特徴とする請求項２に記載した四
輪駆動車両の加速スリップ検出装置。5. A relation between the vehicle speed and the speed ratio on a road surface having a predetermined friction coefficient is determined on a road surface having a constant friction coefficient and a steering angle at which the speed ratio is maximized at a constant vehicle speed. The acceleration slip detecting device for a four-wheel drive vehicle according to claim 2, wherein the predetermined threshold is set for each vehicle speed based on the relationship.
面であることを特徴とする請求項４又は請求項５に記載
した四輪駆動車両の加速スリップ検出装置。6. The acceleration slip detecting device for a four-wheel drive vehicle according to claim 4, wherein the road surface having the predetermined friction coefficient is a road surface on a high μ road.
検出手段を備え、該横加速検出手段の検出値に応じて上
記所定閾値を設定することを特徴とする請求項１〜請求
項３のいずれかに記載した四輪駆動車両の加速スリップ
検出装置。7. A vehicle according to claim 1, further comprising a lateral acceleration detecting means for detecting a lateral acceleration of the vehicle, wherein said predetermined threshold value is set in accordance with a detection value of said lateral acceleration detecting means. An acceleration slip detecting device for a four-wheel drive vehicle according to any one of the above.
荷重差検出手段を備え、その荷重差検出手段の検出値に
応じて上記所定閾値を設定することを特徴とする請求項
１〜請求項３のいずれかに記載した四輪駆動車両の加速
スリップ検出装置。8. A vehicle according to claim 1, further comprising a load difference detecting means for detecting an amount of change in a load difference between the right and left sides of the vehicle, wherein said predetermined threshold value is set in accordance with a value detected by said load difference detecting means. The acceleration slip detecting device for a four-wheel drive vehicle according to claim 3.
手段を備え、該悪路推定手段が悪路と判定している間
は、上記加速スリップの検出を中止することを特徴とす
る請求項１〜請求項８のいずれかに記載した四輪駆動車
両の加速スリップ検出装置。9. A rough road estimating means for determining whether or not the vehicle is traveling on a rough road, wherein the detection of the acceleration slip is stopped while the rough road estimating means determines that the vehicle is running on a rough road. An acceleration slip detecting device for a four-wheel drive vehicle according to any one of claims 1 to 8.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2001160611A JP3578114B2 (en) | 2001-05-29 | 2001-05-29 | Acceleration slip detection system for four-wheel drive vehicles |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2001160611A JP3578114B2 (en) | 2001-05-29 | 2001-05-29 | Acceleration slip detection system for four-wheel drive vehicles |
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| Publication Number | Publication Date |
|---|---|
| JP2002347599A true JP2002347599A (en) | 2002-12-04 |
| JP3578114B2 JP3578114B2 (en) | 2004-10-20 |
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|---|---|---|---|
| JP2001160611A Expired - Lifetime JP3578114B2 (en) | 2001-05-29 | 2001-05-29 | Acceleration slip detection system for four-wheel drive vehicles |
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Cited By (5)
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| JP2005147237A (en) * | 2003-11-13 | 2005-06-09 | Aisin Aw Co Ltd | Control device for automatic transmission and wheel spin detecting device |
| JP2008068821A (en) * | 2006-09-15 | 2008-03-27 | Advics:Kk | Wheel position specifying device |
| KR20140083816A (en) * | 2012-12-26 | 2014-07-04 | 현대모비스 주식회사 | Conering control method for vehicle and conering control system foe vehicle |
| JPWO2013168779A1 (en) * | 2012-05-10 | 2016-01-07 | 本田技研工業株式会社 | Control device for hybrid vehicle |
| JP2020131802A (en) * | 2019-02-14 | 2020-08-31 | 日信工業株式会社 | Vehicular brake control device |
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| JP7173890B2 (en) | 2019-02-14 | 2022-11-16 | 日立Astemo株式会社 | Vehicle brake control device |
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