JPH05296076A - Slip control device for vehicle - Google Patents
Slip control device for vehicleInfo
- Publication number
- JPH05296076A JPH05296076A JP34603892A JP34603892A JPH05296076A JP H05296076 A JPH05296076 A JP H05296076A JP 34603892 A JP34603892 A JP 34603892A JP 34603892 A JP34603892 A JP 34603892A JP H05296076 A JPH05296076 A JP H05296076A
- Authority
- JP
- Japan
- Prior art keywords
- vehicle
- differential
- slip
- speed difference
- rotational speed
- 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.)
- Granted
Links
Landscapes
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
- Regulating Braking Force (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
Description
【0001】[0001]
【産業上の利用分野】本発明は、車両にスリップが発生
した際に、そのスリップを抑制ないし消滅させるる車両
のスリップ制御装置の改良に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an improvement of a vehicle slip control device which suppresses or eliminates slip when it occurs.
【0002】[0002]
【従来の技術】従来より、この種の車両のスリップ制御
装置として、例えば特開平1−266028号公報に開
示されるように、アクセルペダルに機械的に連係されて
連動する機械式スロットル弁とは別途に、電気的に開度
制御される電気式スロットル弁を設け、車両のスリップ
の発生時には、上記電気式スロットル弁を閉じ側に制御
することにより、エンジンの出力を低下させ、車両の駆
動力を低減して、そのスリップを抑制ないし消滅させる
ものが知られている。2. Description of the Related Art Conventionally, as a slip control device for a vehicle of this type, as disclosed in, for example, Japanese Patent Application Laid-Open No. 1-266028, a mechanical throttle valve that is mechanically linked to and interlocks with an accelerator pedal is known. Separately, an electric throttle valve whose opening is electrically controlled is provided, and when the vehicle slips, the electric throttle valve is controlled to the closing side to reduce the output of the engine and reduce the driving force of the vehicle. It is known to reduce the slip and suppress or eliminate the slip.
【0003】[0003]
【発明が解決しようとする課題】ところで、上記の如く
車両の駆動力の低減制御によりスリップを抑制する車両
のスリップ制御装置では、運転者等の操作者により操作
される選択スイッチが設けられ、該選択スイッチのON
操作時には、上記駆動力の低減制御によるスリップの抑
制制御を可能とし、選択スイッチのOFF操作時には、
駆動力の低減制御を禁止して、そのスリップの抑制制御
を停止させるようにしたものがある。By the way, in the vehicle slip control device for suppressing the slip by controlling the reduction of the driving force of the vehicle as described above, a selection switch operated by an operator such as a driver is provided. ON of selection switch
At the time of operation, it is possible to perform slip suppression control by the above-mentioned driving force reduction control, and at the time of turning off the selection switch,
There is a system in which the drive force reduction control is prohibited and the slip suppression control is stopped.
【0004】しかしながら、上記の如き選択スイッチを
備えた場合に、該選択スイッチが運転者の好みによって
自らOFF操作されている状況では、次の不具合があ
る。つまり、車両の運転中にスリップ量が大きくなり、
運転者がスリップ制御が必要と体感した際であっても、
運転者が素早く選択スイッチをON操作しない限り、車
両装備としてスリップ抑制機能を有するにも拘らず、そ
のスリップの抑制制御は動作しないことになる。また、
駆動輪の左右車輪間の差動を許容する差動装置や、4輪
駆動車の前後車軸間の差動を許容する差動装置では、選
択スイッチのOFF操作時に左右車輪や前後車軸間のス
リップ量(回転数差)が拡がると、これ等差動装置の差
動回転数差も拡大して、この状態が連続する場合には差
動装置の異常磨耗や差動部の焼付きを招い易くなる。However, in the case where the above-described selection switch is provided and the selection switch is turned off by the driver's preference, the following problems occur. In other words, the slip amount increases while the vehicle is driving,
Even when the driver feels that slip control is necessary,
Unless the driver quickly turns on the selection switch, the slip suppression control does not operate even though the vehicle has a slip suppression function. Also,
With a differential device that allows the differential between the left and right wheels of the drive wheels and a differential device that allows the differential between the front and rear axles of a four-wheel drive vehicle, slippage between the left and right wheels and the front and rear axles occurs when the selection switch is turned off. If the amount (rotational speed difference) increases, the differential rotational speed difference of these differential devices also increases, and if this state continues, abnormal wear of the differential device and seizure of the differential portion are likely to occur. Become.
【0005】本発明は斯かる点に鑑みてなされたもので
あり、その目的は、上記のように選択スイッチの操作に
よりスリップの抑制制御の作動及びその停止を選択し得
る車両のスリップ制御装置において、その選択スイッチ
のOFF操作状態であっても、適宜強制的にスリップ抑
制機能を発揮させて、車両の走行の安全性の向上や、差
動装置の異常磨耗及び焼付きの防止を図ることにある。The present invention has been made in view of the above circumstances, and an object thereof is to provide a vehicle slip control device capable of selecting the operation of the slip suppression control and the stop thereof by operating the selection switch as described above. Even if the selection switch is in the OFF operation state, the slip suppression function is forcibly exerted as appropriate to improve the traveling safety of the vehicle and prevent abnormal wear and seizure of the differential gear. is there.
【0006】[0006]
【課題を解決するための手段】上記の目的を達成するた
め、請求項1記載の発明の具体的な解決手段は、図1に
示すように、車両のスリップ発生時に車両の駆動力を低
減させる駆動力制御手段45と、該駆動力制御手段45
の作動及びその停止を手動で切換え選択するための選択
手段40とを備えた車両のスリップ制御装置を対象とす
る。そして、車両のスリップ量を検出するスリップ量検
出手段46と、上記選択手段40が駆動力制御手段45
の停止側に切換られているとき、上記スリップ量検出手
段46により検出された車両のスリップ量が上記駆動力
制御手段45の作動し始める設定スリップ量を越えるス
リップ量以上の際に、上記駆動力制御手段45を強制的
に動作させる強制制御手段47とを設ける構成としてい
る。In order to achieve the above object, a concrete solving means of the invention according to claim 1 reduces a driving force of a vehicle when a vehicle slip occurs, as shown in FIG. Driving force control means 45 and the driving force control means 45
A slip control device for a vehicle, which is provided with a selecting means 40 for manually switching and selecting the operation and the stop thereof. Then, the slip amount detecting means 46 for detecting the slip amount of the vehicle and the selecting means 40 are driven force controlling means 45.
When the slip amount of the vehicle detected by the slip amount detecting means 46 is equal to or more than the set slip amount at which the drive force control means 45 starts to operate, the driving force is Forced control means 47 for forcibly operating the control means 45 is provided.
【0007】また、請求項2記載の発明では、上記請求
項1記載の発明のスリップ量検出手段46を特定して、
車両の駆動輪と従動輪との回転数差を検出するもので構
成する。Further, in the invention described in claim 2, the slip amount detecting means 46 of the invention described in claim 1 is specified,
It is configured to detect the difference in the number of rotations between the drive wheel and the driven wheel of the vehicle.
【0008】更に、請求項3記載の発明では、請求項1
記載の発明を限定して、車両は車輪間の差動を許容する
差動装置を備えていて、スリップ量検出手段46を、該
差動装置の差動回転数差を検出するもので構成すると共
に、強制制御手段47を、上記スリップ量検出手段46
により検出された差動装置の差動回転数差が設定回転数
差以上の際に作動するもので構成する。Further, in the invention according to claim 3, the invention according to claim 1
Limiting the described invention, the vehicle is provided with a differential device that allows a differential between the wheels, and the slip amount detecting means 46 is configured to detect a differential rotational speed difference of the differential device. At the same time, the forced control means 47 is connected to the slip amount detection means 46.
It is configured to operate when the differential rotation speed difference of the differential device detected by is greater than or equal to the set rotation speed difference.
【0009】加えて、請求項4記載の発明では、上記請
求項3記載の発明における強制制御手段47の設定回転
数差を特定して、駆動力制御手段45の作動し始める際
の差動装置の差動回転数差よりも高く設定している。In addition, in the invention described in claim 4, the differential device at the time of starting the operation of the driving force control means 45 by specifying the set rotational speed difference of the forced control means 47 in the invention described in claim 3 above. It is set higher than the differential rotation speed difference.
【0010】また、請求項5記載の発明では、上記請求
項3記載の発明において、差動装置を、前輪側車軸と後
輪側車軸との間の差動を許容するものに特定すると共
に、強制制御手段47を、上記差動装置の前後車軸間の
差動回転数差が設定回転数差以上の際に作動するもので
構成する。Further, in the invention of claim 5, in the invention of claim 3, the differential device is specified to allow differential between the front wheel side axle and the rear wheel side axle. The forced control means 47 is configured to operate when the differential rotation speed difference between the front and rear axles of the differential device is equal to or greater than the set rotation speed difference.
【0011】更に、請求項6記載の発明では、上記請求
項3記載の発明において、差動装置を、左側車輪と右側
車輪との間の差動を許容するものに特定すると共に、強
制制御手段47を、上記差動装置の左右車輪間の差動回
転数差が設定回転数差以上の際に作動するもので構成す
る。Further, in the invention described in claim 6, in the invention described in claim 3, the differential device is specified to allow differential between the left side wheel and the right side wheel, and the forced control means is provided. 47 is configured to operate when the differential rotational speed difference between the left and right wheels of the differential device is equal to or greater than the set rotational speed difference.
【0012】加えて、請求項7記載の発明では、上記請
求項2又は請求項6記載の発明の強制制御手段47を特
定して、設定車速以上の高車速時に限り作動するもので
構成している。In addition, in the invention according to claim 7, the forced control means 47 of the invention according to claim 2 or claim 6 is specified so that it operates only when the vehicle speed is higher than the set vehicle speed. There is.
【0013】[0013]
【作用】以上の構成により、請求項1記載の発明では、
選択手段40がOFF操作され、駆動力制御手段45の
作動が禁止されて、スリップ抑制制御が停止している状
況であっても、車両のスリップ量が駆動力制御手段45
の作動し始める設定スリップ量を越える大スリップ量と
なった際には、強制制御手段47が駆動力制御手段45
を強制的に作動させるので、車両の駆動力が強制的に低
減制御されて、上記大きなスリップが有効に抑制される
ことになる。With the above construction, in the invention of claim 1,
Even when the selection unit 40 is turned off, the operation of the driving force control unit 45 is prohibited, and the slip suppression control is stopped, the slip amount of the vehicle is determined by the driving force control unit 45.
When a large slip amount exceeds the set slip amount at which the operation starts, the compulsory control means 47 drives the driving force control means 45.
Is forcibly operated, the driving force of the vehicle is forcibly reduced and the large slip is effectively suppressed.
【0014】特に、請求項2記載の発明では、車両の駆
動輪と従動輪との回転数差が設定回転数差を越える大回
転数差となった時点で、車両の駆動力が強制的に低減制
御されるので、駆動輪の大きなスリップが有効に抑制さ
れることになる。In particular, according to the second aspect of the present invention, the driving force of the vehicle is forcibly reduced when the difference in rotation speed between the drive wheels and the driven wheels of the vehicle exceeds the set rotation speed difference. Since it is controlled, a large slip of the driving wheels is effectively suppressed.
【0015】また、請求項3記載の発明では、差動装置
の差動回転数差が設定回転数差以上になれば、この時点
で強制制御手段47が駆動力制御手段45を強制的に作
動させて、車両の駆動力が強制的に低減制御されるの
で、上記差動装置の差動回転数差が減少して小値にな
り、該差動装置の異常磨耗や差動部の焼付きが有効に防
止される。According to the third aspect of the invention, if the differential rotation speed difference of the differential device becomes equal to or larger than the set rotation speed difference, the compulsory control means 47 forcibly operates the driving force control means 45 at this point. As a result, the driving force of the vehicle is forcibly controlled to be reduced, so that the differential rotation speed difference of the differential device is reduced to a small value, which causes abnormal wear of the differential device and seizure of the differential portion. Is effectively prevented.
【0016】その場合、請求項4記載の発明では、選択
手段40のON操作時に駆動力制御手段45の作動し始
める際の差動装置の差動回転数差よりも高い設定回転数
差に達して初めて駆動力制御手段45が強制的に作動さ
せられるので、例えば車両が道路上の穴に嵌ったスタッ
ク状態等の限界状態でのみ車両の駆動力が強制的に低減
制御されて、その他の通常の場合には、選択手段40の
OFF操作通り、駆動力の強制的な低減制御は行われな
い。In this case, according to the invention as set forth in claim 4, a set rotational speed difference higher than the differential rotational speed difference of the differential gear when the drive force control means 45 starts to operate when the selection means 40 is turned on is reached. For the first time, since the driving force control means 45 is forcibly operated, the driving force of the vehicle is forcibly reduced and controlled only in a limit state such as a stuck state in which the vehicle is fitted in a hole on the road, and other normal conditions. In the case of, the forced reduction control of the driving force is not performed as in the OFF operation of the selection unit 40.
【0017】更に、請求項5及び請求項6記載の発明で
は、差動装置の前後車軸間の差動回転数差、又は差動装
置の左右車輪間の差動回転数差が設定回転数差以上にな
った時点で、強制制御手段47が駆動力制御手段45を
強制的に作動させるので、車両の駆動力が強制的に低減
制御されて、上記差動装置の差動回転数差が減少し、該
差動装置の異常磨耗や差動部の焼付きが有効に防止され
る。Further, in the inventions according to claims 5 and 6, the set rotational speed difference is the differential rotational speed difference between the front and rear axles of the differential device or the differential rotational speed difference between the left and right wheels of the differential device. At the time when the above is reached, the forcible control means 47 forcibly actuates the driving force control means 45, so that the driving force of the vehicle is forcibly reduced and the differential rotational speed difference of the differential device is reduced. However, abnormal wear of the differential device and seizure of the differential portion are effectively prevented.
【0018】加えて、請求項7記載の発明では、車両の
駆動輪と従動輪の回転数差が設定回転数差を越える大回
転数差となった状態、又は差動装置の左右車輪間の差動
回転数差が設定回転数差以上になった状態であっても、
この状態が高車速時に生じた場合に限り車両の駆動力が
強制的に低減制御されるので、車両の安全性が良好に確
保される。In addition, in the invention described in claim 7, the difference between the rotational speeds of the drive wheels and the driven wheels of the vehicle is a large rotational speed difference exceeding the set rotational speed difference, or the difference between the left and right wheels of the differential device. Even if the difference in dynamic speed exceeds the set speed difference,
The driving force of the vehicle is forcibly reduced and controlled only when this state occurs at a high vehicle speed, so that the safety of the vehicle is ensured favorably.
【0019】[0019]
【発明の効果】以上説明したように、請求項1〜請求項
3,請求項5及び請求項6記載の発明の車両のスリップ
制御装置によれば、選択手段によりスリップの抑制制御
が停止された状況であっても、車両のスリップ量、例え
ば駆動輪と従動輪との回転数差、差動装置の前後車軸間
の回転数差、又は左右輪の差動回転数差が大値に至った
際には、車両の駆動力を強制的に低減制御してスリップ
の抑制機能を適時に発揮させたので、車両の走行の安全
性を向上できると共に、差動装置の異常磨耗及び焼付き
を有効に防止することができる。As described above, according to the slip control device for a vehicle according to the first to third, fifth and sixth aspects of the invention, the slip suppressing control is stopped by the selecting means. Even in the situation, the slip amount of the vehicle, for example, the rotational speed difference between the drive wheel and the driven wheel, the rotational speed difference between the front and rear axles of the differential device, or the differential rotational speed difference between the left and right wheels has reached a large value. In this case, the driving force of the vehicle is forcibly reduced and the function of suppressing slip is exerted in a timely manner, so that the safety of vehicle traveling can be improved and abnormal wear and seizure of the differential gear are effective. Can be prevented.
【0020】また、請求項4記載の発明によれば、選択
手段のOFF操作時には、車両のスタック状態等の限界
状態でのみ駆動力を強制的に低減できるので、通常時で
は運転者の意思に対応して駆動力の低減制御の禁止を保
持できる。According to the fourth aspect of the invention, when the selection means is turned off, the driving force can be forcibly reduced only in the limit state such as the stack state of the vehicle. Correspondingly, the prohibition of the driving force reduction control can be held.
【0021】更に、請求項7記載の発明では、高車速時
に限り車両の駆動力の強制的な低減制御を可能としたの
で、車両の安全性を良好に確保できる。Further, according to the seventh aspect of the present invention, since the driving force of the vehicle can be forcibly reduced only when the vehicle speed is high, the safety of the vehicle can be satisfactorily ensured.
【0022】[0022]
【実施例】以下、本発明の実施例を図2以下の図面に基
いて説明する。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT An embodiment of the present invention will be described below with reference to FIGS.
【0023】図2において、1はロータリエンジン、2
は該エンジン1内に形成したトロコイド内周面を摺接し
つつ回転運動するロータ、3,3,3は該ロータ2によ
り3つに区画される作動室、5は吸入工程にある作動室
3に連通する吸気通路、6は排気工程にある作動室3に
連通する排気通路である。In FIG. 2, reference numeral 1 denotes a rotary engine, 2
Is a rotor which rotates while slidingly contacting the inner peripheral surface of the trochoid formed in the engine 1, 3, 3 and 3 are working chambers partitioned by the rotor 2, and 5 is a working chamber 3 in the suction process. An intake passage communicating with 6 is an exhaust passage communicating with the working chamber 3 in the exhaust process.
【0024】上記吸気通路5は、低負荷用吸気通路5a
と、高負荷用吸気通路5bとに区画され、低負荷用吸気
通路5aには、図示しないアクセルペダルに機械的に連
係されて該アクセルペダルに連動するプライマリスロッ
トル弁8aが配置されている。また、高負荷用吸気通路
5bには、上記プライマリスロットル弁8aが設定開度
にまで拡開した設定低負荷時以降で該プライマリスロッ
トル弁8aに連動する高負荷用のセカンダリスロットル
弁8bと、該スロットル弁8bの上流側に該スロットル
弁8bの素早い拡開時に徐々に拡開して吸入空気量の変
化を滑かにする補助スロットル弁9とが配置されてい
る。更に、負荷用吸気通路5aのプライマリスロットル
弁8a下流側で作動室3近傍にはプライマリ燃料噴射弁
10が配置され、高負荷用吸気通路5bのセカンダリス
ロットル弁8b下流側にはセカンダリ燃料噴射弁11が
配置されている。The intake passage 5 is a low-load intake passage 5a.
And a high-load intake passage 5b, and a low-load intake passage 5a is provided with a primary throttle valve 8a mechanically linked to an accelerator pedal (not shown) and linked to the accelerator pedal. In addition, in the high load intake passage 5b, a secondary throttle valve 8b for high load, which is interlocked with the primary throttle valve 8a after the set low load when the primary throttle valve 8a is expanded to the set opening degree, An auxiliary throttle valve 9 is provided on the upstream side of the throttle valve 8b to gradually expand the throttle valve 8b when the valve rapidly expands to smooth out the change in the intake air amount. Further, a primary fuel injection valve 10 is arranged in the vicinity of the working chamber 3 on the downstream side of the primary throttle valve 8a of the load intake passage 5a, and a secondary fuel injection valve 11 is arranged on the downstream side of the secondary throttle valve 8b of the high load intake passage 5b. Are arranged.
【0025】さらに、上記低負荷用及び高負荷用の吸気
通路5a,5bは上流端で集合し、集合吸気通路5cと
なる。該集合吸気通路5cには電気式スロットル弁15
が配置され、該電気式スロットル弁15はステッピング
モータ16により開度制御される。また、集合吸気通路
5cの上流側にはエンジン1への吸入空気量を検出する
エアフローセンサ17が配置される。Further, the low-load and high-load intake passages 5a, 5b are assembled at the upstream end to form a collective intake passage 5c. An electric throttle valve 15 is provided in the collective intake passage 5c.
The electric throttle valve 15 is controlled in opening by a stepping motor 16. An air flow sensor 17 that detects the amount of intake air to the engine 1 is arranged on the upstream side of the collective intake passage 5c.
【0026】また、排気通路6には、触媒装置18及
び、並列配置したサイレンサ19a,19bが配置され
ると共に、上記触媒装置18の上流側の排気通路6は、
一部分が2分岐し、該2分岐部分に各々プライマリター
ボ過給機22、及び高負荷時にのみ作動するセカンダリ
ターボ過給機23のポンプ22a,23aが配置されて
いる。一方、上記集合排気通路5cも途中で一部分が2
分岐され、該2分岐部分に上記ターボ過給機22,23
のタービン22b,23bが配置されている。In addition, a catalyst device 18 and silencers 19a and 19b arranged in parallel are arranged in the exhaust passage 6, and the exhaust passage 6 on the upstream side of the catalyst device 18 is
A part is branched into two, and the primary turbo supercharger 22 and the pumps 22a and 23a of the secondary turbo supercharger 23 that operate only when the load is high are arranged in the two branched portions. On the other hand, a part of the collecting exhaust passage 5c has a portion of 2
The turbocharger 22, 23 is branched into two branches.
Turbines 22b and 23b are arranged.
【0027】また、28は上記プライマリスロットル弁
8aの開度を検出する開度センサ、29は上記電気スロ
ットル弁15の開度を検出する開度センサ、30はエン
ジン1の冷却水温度を検出する水温センサ、31はエン
ジン1の回転数を検出する回転数センサである。また、
35は上記エンジン1への燃料噴射量等を制御するエン
ジン用コントローラ、36は電気スロットル弁15の開
度を制御する電気スロットル弁コントロールユニット、
37は車両のスリップを抑制するように電気式スロット
ル弁15を開度制御するトラクションコントロールユニ
ットである。該トラクションコントロールユニット37
には、車両の駆動輪、例えば左右の前輪の回転数を各々
個別に検出する駆動輪センサ38と、従動輪としての例
えば左右の後輪の回転数を各々個別に検出する従動輪セ
ンサ39との検出信号、及び車速センサ44の車速信号
が入力されると共に、車輪のスリップ発生時のスリップ
抑制制御を行うか否かを選択する選択手段としての選択
スイッチ40が接続されている。尚、図中、41はイン
タクーラ、42はエンジン冷間時にプライマリスロット
ル弁8aを設定微小開度拡開させるサーモワックス、4
3はプライマリスロットル弁8aをバイパスする吸入空
気量を調整するアイドル回転数調整装置である。Further, 28 is an opening sensor that detects the opening of the primary throttle valve 8a, 29 is an opening sensor that detects the opening of the electric throttle valve 15, and 30 is the temperature of the cooling water of the engine 1. A water temperature sensor 31 is a rotation speed sensor that detects the rotation speed of the engine 1. Also,
Reference numeral 35 is an engine controller for controlling the amount of fuel injected into the engine 1 and the like, 36 is an electric throttle valve control unit for controlling the opening of the electric throttle valve 15, and
A traction control unit 37 controls the opening of the electric throttle valve 15 so as to suppress the slip of the vehicle. The traction control unit 37
Includes a drive wheel sensor 38 that individually detects the rotational speeds of the drive wheels of the vehicle, for example, the left and right front wheels, and a driven wheel sensor 39 that individually detects the rotational speeds of the left and right rear wheels, respectively, as the driven wheels. And the vehicle speed signal of the vehicle speed sensor 44 are input, and a selection switch 40 as a selection unit for selecting whether or not to perform slip suppression control when a wheel slip occurs is connected. In the figure, 41 is an intercooler, 42 is a thermowax for expanding the primary throttle valve 8a by a set minute opening when the engine is cold, and 4 is a thermowax.
Reference numeral 3 is an idle speed adjustment device that adjusts the intake air amount that bypasses the primary throttle valve 8a.
【0028】次に、上記電気式スロットル弁15による
トラクション制御(スリップの抑制制御)を図3の制御
フローに基いて説明する。Next, the traction control (slip suppression control) by the electric throttle valve 15 will be described based on the control flow of FIG.
【0029】スタートして、ステップS1で上記各セン
サの検出信号及び選択スイッチ40のON,OFF状態
を読み込んだ後、ステップS2で選択スイッチ40の状
態を判別し、そのON操作状態のトラクション制御許容
時では、ステップS3で車両の駆動輪と従動輪との回転
数差により車両のスリップ量を演算し、ステップS4で
該スリップ量をトラクション制御開始時に相当する設定
スリップ率Aと比較する。そして、スリップ量≦Aの小
スリップ時には、トラクション制御の不要時であるの
で、ステップS5で電気式スロットル弁15の閉じ量を
零に設定して、全開状態に保持する。一方、スリップ量
>Aのトラクション制御の必要時には、ステップS6で
そのスリップ量に応じ、スリップ量が大ほど電気式スロ
ットル弁15の閉じ量を大きく演算設定し、ステップS
7で上記設定された閉じ量でもってステッピングモータ
16を制御し、電気式スロットル弁15の開度を上記閉
じ量に応じた開度に制御する。After starting, the detection signals of the above-mentioned sensors and the ON / OFF state of the selection switch 40 are read in step S1, and the state of the selection switch 40 is discriminated in step S2 to allow the traction control of the ON operation state. At step S3, the slip amount of the vehicle is calculated from the rotational speed difference between the driving wheel and the driven wheel of the vehicle at step S3, and the slip amount is compared with the set slip ratio A corresponding to the start of the traction control at step S4. When the slip amount ≦ A, the traction control is not required, so the closing amount of the electric throttle valve 15 is set to zero in step S5 and the fully opened state is maintained. On the other hand, when traction control of slip amount> A is required, in step S6, the larger the slip amount, the larger the amount of closing of the electric throttle valve 15 is calculated and set according to the slip amount.
In step 7, the stepping motor 16 is controlled with the set closing amount, and the opening of the electric throttle valve 15 is controlled to the opening corresponding to the closing amount.
【0030】これに対し、上記ステップS2で選択スイ
ッチ40がOFF操作されている場合には、ステップS
8で車両のスリップ量を上記設定値Aを越える他の設定
値B(B>A)と比較する。そして、スリップ量≦Bの
場合には、強制的なトラクション制御の不要時と判断し
て、ステップS9で電気式スロットル弁15の閉じ量を
零に設定する。一方、スリップ量>Bの場合には、ステ
ップS10で現在の車速Vを高車速値Voと比較し、V
≧Voの高車速時に限り強制的なトラクション制御の必
要時と判断して、ステップS11でその時のスリップ量
に応じて、スリップ量が大ほど電気式スロットル弁15
の閉じ量を大きく演算設定して、ステップS7で上記設
定された閉じ量でもってステッピングモータ16を制御
し、電気式スロットル弁15の開度を上記閉じ量に応じ
た開度に制御する。On the other hand, when the selection switch 40 is turned off in step S2, step S2 is executed.
At 8, the slip amount of the vehicle is compared with another set value B (B> A) exceeding the set value A. Then, when the slip amount ≦ B, it is determined that the forced traction control is not necessary, and the closing amount of the electric throttle valve 15 is set to zero in step S9. On the other hand, when the slip amount> B, the current vehicle speed V is compared with the high vehicle speed value Vo in step S10, and V
Only when the vehicle speed is ≧ Vo, it is judged that the forced traction control is necessary, and in step S11, according to the slip amount at that time, the larger the slip amount, the electric throttle valve 15
In step S7, the stepping motor 16 is controlled with the closing amount set as described above, and the opening degree of the electric throttle valve 15 is controlled to an opening degree corresponding to the closing amount.
【0031】よって、上記図3の制御フローにおいて、
ステップS3〜S7,S9及びS10により、車両のス
リップ量が設定値Aを越える時に、そのスリップ量Aに
応じた閉じ量に電気式スロットル弁15の開度を制御し
てエンジン1の出力を低下させて、車両の駆動力を低減
するようにした駆動力制御手段45を構成している。ま
た、同制御フローのステップS3により、車両の駆動輪
と従動輪の回転数差でもって車両のスリップ量を検出す
るスリップ量検出手段46を構成している。更に、ステ
ップS2及びS8により、選択スイッチ40が駆動力制
御手段45の停止側に切換られているときに、上記スリ
ップ量検出手段46により検出された車両のスリップ量
が上記駆動力制御手段45の作動し始める設定スリップ
量Aを越えるスリップ量B以上の際に、高車速時であれ
ば上記駆動力制御手段45を強制的に動作させるように
した強制制御手段47を構成している。Therefore, in the control flow of FIG.
Through steps S3 to S7, S9, and S10, when the slip amount of the vehicle exceeds the set value A, the opening of the electric throttle valve 15 is controlled to a closing amount corresponding to the slip amount A to reduce the output of the engine 1. The driving force control means 45 is configured to reduce the driving force of the vehicle. Further, the step S3 of the control flow constitutes the slip amount detecting means 46 for detecting the slip amount of the vehicle based on the difference in rotational speed between the drive wheel and the driven wheel of the vehicle. Further, in steps S2 and S8, when the selection switch 40 is switched to the stop side of the driving force control means 45, the slip amount of the vehicle detected by the slip amount detecting means 46 is determined by the driving force control means 45. The forced control means 47 is configured to forcibly operate the driving force control means 45 when the vehicle speed is high when the slip amount B exceeds the set slip amount A to start operating.
【0032】したがって、上記実施例においては、図4
に示すように、選択スイッチ40がOFF側に操作され
てトラクション制御が不要とされた状況であっても、高
車速時に、車両のスリップ率が通常制御の設定値Aを越
える設定値B以上に増大した際には、この時点でトラク
ション制御が強制的に開始されるので、車両のスリップ
が即座に抑制ないし消滅して、車両の走行の安全性が向
上することになる。Therefore, in the above embodiment, FIG.
As shown in, even when the selection switch 40 is operated to the OFF side and the traction control is not required, the slip ratio of the vehicle becomes equal to or higher than the set value B of the normal control at the high vehicle speed. When it increases, the traction control is compulsorily started at this point, so that the slip of the vehicle is immediately suppressed or eliminated, and the traveling safety of the vehicle is improved.
【0033】図5及び図6は請求項1記載の発明の他の
実施例を示し、差動装置の差動回転数差が大きい際に車
両の駆動力を低減するようにしたものである。FIG. 5 and FIG. 6 show another embodiment of the present invention as claimed in claim 1, wherein the driving force of the vehicle is reduced when the differential speed difference of the differential gear is large.
【0034】即ち、図5及び図6は4輪駆動車のトラン
スファ構造を示し、57はクランク軸57aが車幅方向
に横置き配置されたエンジンであって、そのクランク軸
57aの図5右端部にはクラッチ58が連結されてい
る。また、上記エンジン57の車体後方には、変速機6
0が配置され、該変速機60はその入力軸60a及び出
力軸60bが上記エンジン57のクランク軸57aと並
行に配置されている。That is, FIGS. 5 and 6 show a transfer structure of a four-wheel drive vehicle, and 57 is an engine in which a crankshaft 57a is laterally arranged in the vehicle width direction, and the crankshaft 57a has a right end portion in FIG. A clutch 58 is connected to. Further, the transmission 6 is provided at the rear of the vehicle body of the engine 57.
The transmission 60 has an input shaft 60a and an output shaft 60b arranged in parallel with the crankshaft 57a of the engine 57.
【0035】上記クラッチ58と変速機60との間に
は、図5に示すように動力伝達機構62が配置される。
該動力伝達機構62は、クラッチ58のクラッチディス
ク58aに連結した駆動スプロケット62aと、変速機
60の入力軸60aに連結した従動スプロケット62b
と、該両スプロケットに巻き掛けたチェーン62cとを
有し、クラッチ58の締結時に、エンジン57の動力を
該クラッチ58を経て変速機60の入力軸60aに伝達
する構成である。A power transmission mechanism 62 is arranged between the clutch 58 and the transmission 60 as shown in FIG.
The power transmission mechanism 62 includes a drive sprocket 62a connected to a clutch disk 58a of a clutch 58 and a driven sprocket 62b connected to an input shaft 60a of a transmission 60.
And a chain 62c wound around both the sprockets, and when the clutch 58 is engaged, the power of the engine 57 is transmitted to the input shaft 60a of the transmission 60 via the clutch 58.
【0036】また、変速機60の下方には、フロント・
ドライブシャフト65が配置され、該シャフト65の左
右両端には各々左右の前輪W,Wが連結される。該フロ
ント・ドライブシャフト65には、車両の旋回時に左右
の前輪間の回転数差を吸収許容する差動装置としての前
輪用デファレンシャル67と、車両の旋回時に前後車軸
間の回転数差を吸収許容する差動装置としてのセンター
デファレンシャル68とが配置されている。Below the transmission 60, the front
A drive shaft 65 is arranged, and left and right front wheels W, W are connected to the left and right ends of the drive shaft 65, respectively. The front drive shaft 65 includes a front wheel differential 67 as a differential device that absorbs and absorbs the rotational speed difference between the left and right front wheels when the vehicle turns, and an admissible rotational speed difference between the front and rear axles when the vehicle turns. A center differential 68 as a differential device is arranged.
【0037】上記前輪用デファレンシャル67は、2個
のピニオンギヤ67aと、上記フロント・ドライブシャ
フト65の左右のシャフト部65a,65bが連結され
た2個のサイドギヤ67bとを有する。一方、センター
デファレンシャル68は2重式の遊星歯車機構より成
り、変速機60の図5左端部に設けた出力ギヤ60cに
噛合連係するリングギヤ68aと、該リングギヤ68a
の内周に噛合する複数個の第1ピニオンギヤ68bと、
該第1ピニオンギヤ68bに噛合する複数個の第2ピニ
オンギヤ68cと、該第2ピニオンギヤ68cが噛合す
るサンギヤ68dとから成り、該サンギヤ68dは上記
前輪用デファレンシャル67のケース67c上に固定配
置されている。The front wheel differential 67 has two pinion gears 67a and two side gears 67b to which the left and right shaft portions 65a and 65b of the front drive shaft 65 are connected. On the other hand, the center differential 68 is composed of a double planetary gear mechanism, and has a ring gear 68a meshed with an output gear 60c provided at the left end of the transmission 60 in FIG.
A plurality of first pinion gears 68b that mesh with the inner periphery of
It is composed of a plurality of second pinion gears 68c that mesh with the first pinion gear 68b and a sun gear 68d that meshes with the second pinion gear 68c. The sun gear 68d is fixedly arranged on the case 67c of the front wheel differential 67. ..
【0038】そして、センターデファレンシャル68の
複数個の第1及び第2ピニオンギヤ68b,68c…を
接続するキャリア68eは、該センターデファレンシャ
ル68の車幅方向の図6右側部、つまり上記前輪用デフ
ァレンシャル67のケース67cの半径方向外方に配置
され、該キャリア68eには後輪への出力用としてベベ
ルギヤ71が形成されている。The carrier 68e for connecting the plurality of first and second pinion gears 68b, 68c ... Of the center differential 68 is located on the right side in FIG. 6 of the center differential 68 in the vehicle width direction, that is, the front wheel differential 67. A bevel gear 71 is formed on the outer side of the case 67c in the radial direction and is provided on the carrier 68e for output to the rear wheels.
【0039】上記ベベルギヤ71には他のベベルギヤよ
り成るアイドルギヤ72が噛合し、該アイドルギヤ72
は第1支持軸73の先端部に支持され、該第1支持軸7
3のアイドルギヤ72後方には駆動歯車75が連結され
ている。更に、第1支持軸73の図5右方、つまり車体
の車幅方向の中央位置側には上記第1支持軸73と並行
に第2支持軸76が配置され、該第2支持軸76には上
記駆動歯車75と噛合連係する従動歯車77が固定配置
されている。そして、上記第2支持軸76は、その後端
部が車幅方向の中央位置にて車体前後方向に延びるプロ
ペラシャフト80に連結され、該プロペラシャフト80
の後端部には後輪用デファレンシャル81を経て後車輪
W,W用のドライブシャフト82が連結される。An idle gear 72 composed of another bevel gear meshes with the bevel gear 71, and the idle gear 72
Is supported by the tip of the first support shaft 73, and the first support shaft 7
A drive gear 75 is connected behind the idle gear 72 of No. 3. Further, a second support shaft 76 is arranged in parallel to the first support shaft 73 on the right side of the first support shaft 73 in FIG. 5, that is, on the side of the center position of the vehicle body in the vehicle width direction. A driven gear 77 meshing with the drive gear 75 is fixedly arranged. The rear end of the second support shaft 76 is connected to a propeller shaft 80 extending in the vehicle front-rear direction at a center position in the vehicle width direction.
A drive shaft 82 for the rear wheels W and W is connected to the rear end portion via a rear wheel differential 81.
【0040】次に、図7に基いてトラクション制御を説
明する。尚、この制御は上記図2に示すエンジン用コン
トローラ35及びスロットル弁コントロールユニット3
6で行われる。Next, the traction control will be described with reference to FIG. This control is performed by the engine controller 35 and the throttle valve control unit 3 shown in FIG.
Done at 6.
【0041】即ち、スタートして、ステップS1で各車
輪Wの車輪速、エンジン1のスロットル弁8a,8bの
開度、エンジン回転数、及び選択スイッチ40の各信号
を入力した後、ステップS2で選択スイッチ40がON
操作されたトラクション制御モードか否かを判定し、ト
ラクション制御モード時には、ステップS3に進んで左
右の駆動輪W,W間の回転数差,及び前後輪W,W間の
回転数差に応じ、該各回転数差が設定値ΔNo(例えば
60r.p.m程度)を越える場合には該回転数差が大
ほど電気式スロットル弁15の閉じ量を大きく演算設定
して、この閉じ量でステッピングモータ16を制御し、
電気式スロットル弁15の開度を上記閉じ量に応じた開
度に制御すると共に、車両のブレーキ装置を上記各回転
数差に応じたブレーキ力で作動させる。That is, after starting, in step S1, the wheel speed of each wheel W, the opening degrees of the throttle valves 8a and 8b of the engine 1, the engine speed, and each signal of the selection switch 40 are input, and then in step S2. Selection switch 40 is ON
In the traction control mode, it is determined whether or not the operated traction control mode is set. In step S3, the rotational speed difference between the left and right drive wheels W, W and the rotational speed difference between the front and rear wheels W, W are determined. When the respective rotational speed differences exceed the set value ΔNo (for example, about 60 rpm), the larger the rotational speed difference is, the larger the setting value of the closing amount of the electric throttle valve 15 is set to be calculated, and the stepping is performed with this closing amount. Control the motor 16,
The opening degree of the electric throttle valve 15 is controlled to the opening degree according to the closing amount, and the brake device of the vehicle is operated with the braking force according to the respective rotational speed differences.
【0042】一方、上記ステップS2で選択スイッチ4
0がOFF操作されたトラクション制御モードでない場
合には、ステップS4以降で車両の限界時でのトラクシ
ョン制御を強制的に実行する。即ち、ステップS4で先
ず左右の駆動輪W,W間の回転数差ΔN1を算出すると
共に、ステップS5で前後輪W,W間の回転数差ΔN2
を算出する。そして、ステップS6及びS7で各回転数
差ΔN1,ΔN2を各々設定値ΔN1MAX ,ΔN2MAX
と比較する。ここに、各設定値ΔN1MAX ,ΔN2MAX
は、上記選択スイッチ40のON操作時でのトラクショ
ン制御の実行時の設定回転数差ΔNo(60r.p.m
程度)を越える大値の設定値(例えば600〜700
r.p.m)に予め設定される。On the other hand, in step S2, the selection switch 4
If 0 is not the traction control mode in which the OFF operation is performed, the traction control at the limit of the vehicle is forcibly executed after step S4. That is, first in step S4, the rotational speed difference ΔN1 between the left and right drive wheels W, W is calculated, and in step S5, the rotational speed difference ΔN2 between the front and rear wheels W, W.
To calculate. Then, in steps S6 and S7, the rotational speed differences ΔN1 and ΔN2 are set to the set values ΔN1MAX and ΔN2MAX, respectively.
Compare with. Here, each set value ΔN1MAX, ΔN2MAX
Is the set rotational speed difference ΔNo (60 rpm) at the time of executing the traction control when the selection switch 40 is turned on.
Setting value (eg 600 to 700)
r. p. m) is preset.
【0043】そして、ΔN1≧ΔN1MAX 、又はΔN2
≧ΔN2MAX の大回転数差の場合には、ステップS8で
現在の車速Vを高車速値Voと比較し、V≧Voの高車
速時に限り、ステップS9で上記回転数差ΔN1,ΔN
2に応じた閉じ量でもって電気式スロットル弁15の開
度を強制的に閉じ制御し、その後、ステップS10でこ
の強制的なトラクション制御の実行時をインジケータ表
示する。そして、ステップS11で回転数差が上記設定
値未満に低下したとき等の所定の終了条件が成立したか
を判別し、終了条件の非成立時には電気式スロットル弁
15の開度の強制的な閉じ制御を続行し、終了条件が成
立すれば電気式スロットル弁15の開度の閉じ制御を終
了し、元に戻る。Then, ΔN1 ≧ ΔN1MAX or ΔN2
In the case of a large rotational speed difference of ≧ ΔN2MAX, the current vehicle speed V is compared with the high vehicle speed value Vo in step S8, and only when the vehicle speed is V ≧ Vo, the rotational speed difference ΔN1, ΔN is set in step S9.
The opening degree of the electric throttle valve 15 is forcibly closed and controlled by a closing amount corresponding to 2, and then, in step S10, an indicator is displayed when the forcible traction control is executed. Then, in step S11, it is determined whether or not a predetermined ending condition such as when the rotational speed difference falls below the set value is satisfied, and when the ending condition is not satisfied, the opening degree of the electric throttle valve 15 is forcibly closed. If the control is continued and the termination condition is satisfied, the control for closing the opening degree of the electric throttle valve 15 is terminated and the process returns to the original state.
【0044】よって、図7の制御フローのステップS4
及びS5により、駆動輪としての左側前輪と右側前輪と
の間の回転数差ΔN1でもって前輪用デファレンシャル
67の差動回転数差を検出すると共に、前後輪間の回転
数差ΔN2でもって前後車軸間の差動回転数差,即ちセ
ンターデファレンシャル68の差動回転数差を検出する
ようにしたスリップ量検出手段90を構成している。ま
た、同制御フローのステップS7〜S9により、センタ
ーデファレンシャル68の差動回転数差ΔN2が設定回
転数差ΔN2MAX (ΔN2MAX ≧ΔNo)以上の際に作
動して、電気式スロットル弁15を閉じ制御するよう駆
動力制御手段45を強制的に動作させるようにした強制
制御手段91を構成していると共に、ステップS6,S
8及びS9により、車速Vが設定値Vo以上の高車速時
において、前輪用デファレンシャル67の左右前輪間の
差動回転数差ΔN1が設定回転数差ΔN1MAX (ΔN1
MAX ≧ΔNo)以上の際に作動して、電気式スロットル
弁15を閉じ制御するよう駆動力制御手段45を強制的
に動作させるようにした強制制御手段92を構成してい
る。Therefore, step S4 of the control flow of FIG.
And S5, the differential rotational speed difference of the front wheel differential 67 is detected by the rotational speed difference ΔN1 between the left front wheel and the right front wheel as driving wheels, and the front and rear axles are also detected by the rotational speed difference ΔN2 between the front and rear wheels. The slip amount detecting means 90 is configured to detect the differential rotational speed difference between the two, that is, the differential rotational speed difference of the center differential 68. Further, in steps S7 to S9 of the control flow, when the differential rotational speed difference ΔN2 of the center differential 68 is equal to or greater than the set rotational speed difference ΔN2MAX (ΔN2MAX ≧ ΔNo), the electric throttle valve 15 is controlled to be closed. The forcible control means 91 for forcibly operating the driving force control means 45 is configured, and steps S6 and S are performed.
8 and S9, when the vehicle speed V is a high vehicle speed equal to or higher than the set value Vo, the differential rotation speed difference ΔN1 between the left and right front wheels of the front wheel differential 67 becomes equal to the set rotation speed difference ΔN1MAX (ΔN1
The force control means 92 is configured to operate when the value is greater than or equal to MAX ≧ ΔNo) and forcibly operate the drive force control means 45 to control the electric throttle valve 15 to be closed.
【0045】したがって、上記実施例においては、選択
スイッチ40のOFF操作時であっても、左右前輪間の
差動回転数差ΔN1又は前後車軸間の差動回転数差ΔN
2が各々設定回転数差ΔN1MAX ,ΔN2MAX 以上にな
った際には、電気式スロットル弁15が強制的に閉じ制
御されてエンジン出力が低下し、その分、車両の駆動力
が低減するので、前輪用デファレンシャル67やセンタ
ーデファレンシャル68の差動回転数差が減少して、こ
れ等デファレンシャル67,68の異常磨耗や差動部の
焼付きが有効に防止される。Therefore, in the above embodiment, even when the selection switch 40 is turned off, the differential rotation speed difference ΔN1 between the left and right front wheels or the differential rotation speed difference ΔN between the front and rear axles.
2 becomes equal to or more than the set rotational speed difference ΔN1MAX, ΔN2MAX, the electric throttle valve 15 is forcibly closed and the engine output is reduced, and the driving force of the vehicle is reduced correspondingly. The differential rotational speed difference between the differential 67 and the center differential 68 is reduced, and abnormal wear of these differentials 67 and 68 and seizure of the differential portion are effectively prevented.
【0046】その場合、電気式スロットル弁15の強制
的な閉じ制御は、前輪用デファレンシャル67やセンタ
ーデファレンシャル68の差動回転数差が設定値ΔN1
MAX ,ΔN2MAX (600〜700r.p.m)を越え
た場合に限り実行され、選択スイッチ40のON操作時
での設定値ΔNo(60r.p.m程度)近傍では実行
されないので、選択スイッチ40のOFF操作時では、
高速走行時や、雪道での発進時,スタック脱出時等の限
界時等に限り強制的なトラクション制御が行われ、その
他の通常の運転状態では実行されず、運転者の意志に合
致した運転性能を発揮しつつ、車両のほぼ限界状態での
走行安全性、特に高速走行時での走行安全性の向上を図
ることができる。In this case, in the forcible closing control of the electric throttle valve 15, the differential rotation speed difference between the front wheel differential 67 and the center differential 68 is set value ΔN1.
It is executed only when MAX, ΔN2MAX (600 to 700 rpm) is exceeded, and is not executed in the vicinity of the set value ΔNo (about 60 rpm) when the selection switch 40 is turned on. When turning off the
The traction control is forcibly performed only when driving at high speeds, when starting on snowy roads, when exiting the stack, etc., and is not executed in other normal driving conditions. Driving that matches the driver's will While exhibiting the performance, it is possible to improve the traveling safety in the almost limit state of the vehicle, particularly the traveling safety at high speed traveling.
【0047】尚、以上の説明では、駆動力制御手段45
として電気スロットル弁15を閉じ制御するものを採用
したが、その他、車輪のスキッドを防止するABSブレ
ーキ装置で構成してもよい。In the above description, the driving force control means 45
Although the one in which the electric throttle valve 15 is controlled to be closed is adopted as the above, an ABS brake device for preventing skid of the wheels may be used instead.
【図1】請求項1記載の発明の構成を示すブロック図で
ある。FIG. 1 is a block diagram showing a configuration of an invention according to claim 1.
【図2】全体構成図である。FIG. 2 is an overall configuration diagram.
【図3】トラクション制御を示すフローチャート図であ
る。FIG. 3 is a flowchart showing traction control.
【図4】作動説明図である。FIG. 4 is an operation explanatory diagram.
【図5】請求項3記載の発明の実施例を示す全体構成の
スケルトン図である。FIG. 5 is a skeleton diagram of the overall configuration showing an embodiment of the invention according to claim 3;
【図6】同実施例の前輪用デファレンシャル及びセンタ
ーデファレンシャル周りの具体的構成を示す図である。FIG. 6 is a diagram showing a specific configuration around a front wheel differential and a center differential of the embodiment.
【図7】同実施例のトラクション制御を示すフローチャ
ート図である。FIG. 7 is a flowchart showing traction control of the same embodiment.
1 エンジン 8a プライマリスロットル弁 8b セカンダリスロットル弁 15 電気式スロットル弁 16 ステッピングモータ W 車輪 40 選択スイッチ(選択手段) 45 駆動力制御手段 46,90 スリップ量検出手段 47,91,92 強制制御手段 67 前輪用デファレンシャル(差動装
置) 68 センターデファレンシャル(差動
装置)1 Engine 8a Primary Throttle Valve 8b Secondary Throttle Valve 15 Electric Throttle Valve 16 Stepping Motor W Wheel 40 Selection Switch (Selection Means) 45 Driving Force Control Means 46,90 Slip Amount Detection Means 47,91,92 Forced Control Means 67 For Front Wheels Differential (Differential) 68 Center Differential (Differential)
フロントページの続き (72)発明者 原田 靖裕 広島県安芸郡府中町新地3番1号 マツダ 株式会社内 (72)発明者 麓 寿男 広島県安芸郡府中町新地3番1号 マツダ 株式会社内 (72)発明者 昼田 秀司 広島県安芸郡府中町新地3番1号 マツダ 株式会社内Front page continued (72) Inventor Yasuhiro Harada, 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture, Mazda Co., Ltd. (72) Inventor, Hisao Fu, 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture (72) ) Inventor Shuji Hita 3-3 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Mazda Motor Corporation
Claims (7)
低減させる駆動力制御手段と、該駆動力制御手段の作動
及びその停止を手動で切換え選択するための選択手段と
を備えた車両のスリップ制御装置であって、車両のスリ
ップ量を検出するスリップ量検出手段と、上記選択手段
が駆動力制御手段の停止側に切換られているとき、上記
スリップ量検出手段により検出された車両のスリップ量
が上記駆動力制御手段の作動し始める設定スリップ量を
越えるスリップ量以上の際に、上記駆動力制御手段を強
制的に動作させる強制制御手段とを備えたことを特徴と
する車両のスリップ制御装置。1. A vehicle slip comprising a driving force control means for reducing a driving force of the vehicle when a vehicle slip occurs, and a selection means for manually switching and selecting the operation and stop of the driving force control means. The control device is a slip amount detecting means for detecting the slip amount of the vehicle and the slip amount of the vehicle detected by the slip amount detecting means when the selecting means is switched to the stop side of the driving force control means. And a forced control means for forcibly operating the drive force control means when the slip amount exceeds a set slip amount at which the drive force control means starts to operate, and a slip control device for a vehicle. ..
従動輪との回転数差を検出するものであることを特徴と
する請求項1記載の車両のスリップ制御装置。2. The slip control device for a vehicle according to claim 1, wherein the slip amount detecting means detects a rotational speed difference between a driving wheel and a driven wheel of the vehicle.
を備え、スリップ量検出手段は、該差動装置の差動回転
数差を検出するものであり、強制制御手段は、上記スリ
ップ量検出手段により検出された差動装置の差動回転数
差が設定回転数差以上の際に作動するものであることを
特徴とする請求項1記載の車両のスリップ制御装置。3. The vehicle is provided with a differential device that allows a differential between the wheels, the slip amount detecting means detects a differential rotational speed difference of the differential device, and the forced control means is the above-mentioned. 2. The slip control device for a vehicle according to claim 1, wherein the differential control device operates when the differential rotation speed difference of the differential device detected by the slip amount detecting means is equal to or greater than a set rotation speed difference.
制御手段の作動し始める際の差動装置の差動回転数差よ
りも高く設定されることを特徴とする請求項3記載の車
両のスリップ制御装置。4. The set rotational speed difference of the forced control means is set higher than the differential rotational speed difference of the differential gear when the drive force control means starts to operate. Vehicle slip control device.
の間の差動を許容するものであり、強制制御手段は、上
記差動装置の前後車軸間の差動回転数差が設定回転数差
以上の際に作動するものであることを特徴とする請求項
3記載の車両のスリップ制御装置。5. The differential device allows a differential between a front-wheel-side axle and a rear-wheel-side axle, and the forced control means includes a differential rotational speed difference between the front and rear axles of the differential device. 4. The slip control device for a vehicle according to claim 3, wherein is activated when the difference is equal to or more than a set rotational speed difference.
の差動を許容するものであり、強制制御手段は、上記差
動装置の左右車輪間の差動回転数差が設定回転数差以上
の際に作動するものであることを特徴とする請求項3記
載の車両のスリップ制御装置。6. The differential device allows differential between a left wheel and a right wheel, and the compulsory control means sets a differential rotational speed difference between left and right wheels of the differential device to a set rotational speed. The slip control device for a vehicle according to claim 3, wherein the slip control device is activated when the difference exceeds a certain number.
時に限り作動するものであることを特徴とする請求項2
又は請求項6記載の車両のスリップ制御装置。7. The forced control means operates only when the vehicle speed is higher than a set vehicle speed.
Alternatively, the vehicle slip control device according to claim 6.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP34603892A JP3361137B2 (en) | 1991-12-27 | 1992-12-25 | Vehicle slip control device |
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP3-346227 | 1991-12-27 | ||
JP34622791 | 1991-12-27 | ||
JP34603892A JP3361137B2 (en) | 1991-12-27 | 1992-12-25 | Vehicle slip control device |
Publications (2)
Publication Number | Publication Date |
---|---|
JPH05296076A true JPH05296076A (en) | 1993-11-09 |
JP3361137B2 JP3361137B2 (en) | 2003-01-07 |
Family
ID=26578174
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP34603892A Expired - Fee Related JP3361137B2 (en) | 1991-12-27 | 1992-12-25 | Vehicle slip control device |
Country Status (1)
Country | Link |
---|---|
JP (1) | JP3361137B2 (en) |
Cited By (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP1686031A3 (en) * | 2005-01-26 | 2007-02-07 | Fuji Jukogyo Kabushiki Kaisha | Control device for a four-wheel drive vehicle |
JP2007030610A (en) * | 2005-07-25 | 2007-02-08 | Toyota Motor Corp | Brake control device |
JP2010031844A (en) * | 2008-06-26 | 2010-02-12 | Kawasaki Heavy Ind Ltd | Slip suppression control device for vehicle |
JP2010202104A (en) * | 2009-03-05 | 2010-09-16 | Fuji Heavy Ind Ltd | Vehicular behavior control device |
US8452512B2 (en) | 2008-06-26 | 2013-05-28 | Kawasaki Jukogyo Kabushiki Kaisha | Slip suppression control system for vehicle |
US8554439B2 (en) | 2008-06-26 | 2013-10-08 | Kawasaki Jukogyo Kabushiki Kaisha | Slip suppression control for a motorcycle with an on/off input device |
US8676465B2 (en) | 2008-06-26 | 2014-03-18 | Kawasaki Jukogyo Kabushiki Kaisha | Slip suppression control system for vehicle |
-
1992
- 1992-12-25 JP JP34603892A patent/JP3361137B2/en not_active Expired - Fee Related
Cited By (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP1686031A3 (en) * | 2005-01-26 | 2007-02-07 | Fuji Jukogyo Kabushiki Kaisha | Control device for a four-wheel drive vehicle |
US7493982B2 (en) | 2005-01-26 | 2009-02-24 | Fuji Jukogyo Kabushiki Kaisha | Control device for a four-wheel drive vehicle |
JP2007030610A (en) * | 2005-07-25 | 2007-02-08 | Toyota Motor Corp | Brake control device |
JP4614839B2 (en) * | 2005-07-25 | 2011-01-19 | トヨタ自動車株式会社 | Braking control device |
JP2010031844A (en) * | 2008-06-26 | 2010-02-12 | Kawasaki Heavy Ind Ltd | Slip suppression control device for vehicle |
US8452512B2 (en) | 2008-06-26 | 2013-05-28 | Kawasaki Jukogyo Kabushiki Kaisha | Slip suppression control system for vehicle |
US8554439B2 (en) | 2008-06-26 | 2013-10-08 | Kawasaki Jukogyo Kabushiki Kaisha | Slip suppression control for a motorcycle with an on/off input device |
US8676465B2 (en) | 2008-06-26 | 2014-03-18 | Kawasaki Jukogyo Kabushiki Kaisha | Slip suppression control system for vehicle |
JP2010202104A (en) * | 2009-03-05 | 2010-09-16 | Fuji Heavy Ind Ltd | Vehicular behavior control device |
Also Published As
Publication number | Publication date |
---|---|
JP3361137B2 (en) | 2003-01-07 |
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