JPS5838347A - System for concentrated control of engine for vehicle - Google Patents

System for concentrated control of engine for vehicle

Info

Publication number
JPS5838347A
JPS5838347A JP56136449A JP13644981A JPS5838347A JP S5838347 A JPS5838347 A JP S5838347A JP 56136449 A JP56136449 A JP 56136449A JP 13644981 A JP13644981 A JP 13644981A JP S5838347 A JPS5838347 A JP S5838347A
Authority
JP
Japan
Prior art keywords
vehicle speed
vehicle
control system
engine
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
Application number
JP56136449A
Other languages
Japanese (ja)
Other versions
JPH0231779B2 (en
Inventor
Masaki Mitsuyasu
正記 光安
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Priority to JP56136449A priority Critical patent/JPS5838347A/en
Publication of JPS5838347A publication Critical patent/JPS5838347A/en
Publication of JPH0231779B2 publication Critical patent/JPH0231779B2/ja
Granted legal-status Critical Current

Links

Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K28/00Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions
    • B60K28/10Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle 
    • B60K28/16Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle  responsive to, or preventing, skidding of wheels

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

PURPOSE:To prevent the slip of the vehicle in the longitudinal or transversal direction thereof by a method wherein a transmitting torque from the engine to the driving wheel of the vehicle is reduced when a difference between the vehicle speed detecting signal of a front wheel vehicle speed sensor and the same signal of a rear wheel vehicle speed sensor has exceeded a predetermined value. CONSTITUTION:The control system 2 reads the detecting signals of the front wheel vehicle speed sensors 12, 14 and the rear wheel vehicle speed sensors 16, 18 and when the difference between these and those vehicle speed detecting signals has exceeded the predetermined value, the system 2 decides that tires are slipping and outputs a signal to effect a fuel cut to a fuel injection amount control system 6 while outputs another control signal minimizing the reduction ratio of a change gear to a speed change ratio control system 10, whereby the transmitted torque from the engine to the driving wheels may be reduced.

Description

【発明の詳細な説明】 本発明は、車両用エンジン集中制御システムに係シ、特
に、エンジンと駆動力伝達装置の集中制御を行なうのに
好適な車両用エンジン集中制御システムに関する。
DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a vehicle engine centralized control system, and more particularly to a vehicle engine centralized control system suitable for centrally controlling an engine and a driving force transmission device.

車両用エンジン集中制御システムは燃料噴射。The vehicle engine central control system uses fuel injection.

点火時期、変速比等を集中制御するのに用いられている
。ところが、この種のシステムを備えた車両であっても
、雪中雨が降ったシして路面が滑りやすくなっていると
きに車両をスタートさせようとする場合、あるいは走行
中に車両を加速しようとする場合に、駆動輪トルクが略
画摩擦力を越えてタイヤがスリップし車両が縦方向又は
横方向へ滑るのを防止する制御が行なえなかった。
It is used to centrally control ignition timing, gear ratio, etc. However, even with a vehicle equipped with this type of system, if you try to start the vehicle when the road is slippery due to snow or rain, or if you try to accelerate the vehicle while driving. In this case, it has not been possible to perform control to prevent the driving wheel torque from exceeding the approximate frictional force, causing the tires to slip and the vehicle from sliding in the vertical or lateral direction.

本発明は、前記課題に鑑み成されたもので、その目的は
、車両の縦方向又は横方向への滑りをすみやかに防止す
る制御が行なえる車両用エンジン集中制御システムを提
供するととKある。
The present invention has been made in view of the above-mentioned problems, and its object is to provide a centralized vehicle engine control system that can quickly perform control to prevent the vehicle from slipping in the vertical or lateral direction.

前記目的を達成するために本発明は、前輪の回転によシ
車速を検出する前輪車速センサと、後輪の回転により車
速を検出する後輪車速センサとを設け、前輪車速センサ
の車速検出信号と後輪車速うようにし九ことを特徴とす
る二 以下、図面に基づいて本発明の好適な実施例を説明する
To achieve the above object, the present invention includes a front wheel speed sensor that detects vehicle speed based on the rotation of the front wheels, and a rear wheel speed sensor that detects the vehicle speed based on the rotation of the rear wheels, and a vehicle speed detection signal of the front wheel speed sensor. A preferred embodiment of the present invention will be described below with reference to the drawings.

第1図には、本発明の好適な実施例としての構成図が示
されている。
FIG. 1 shows a block diagram of a preferred embodiment of the present invention.

第1図において、2はOPU 、ROM 、RAM 。In FIG. 1, 2 represents OPU, ROM, and RAM.

Ilo、各種レジスタからなる制御部であって、車両の
機能に関する各種の情報を検出するセンサIFP4から
の検出信号によシ、燃料噴射量制御系6゜点火時期制御
系8及び変速比制御系lOの制御を行なうものである。
Ilo, a control unit consisting of various registers, which detects various information related to vehicle functions according to detection signals from a sensor IFP4, a fuel injection amount control system 6, an ignition timing control system 8, and a gear ratio control system IO It controls the

センサ群4には、前輪の回転によシ車速を検出する前輪
車速セ/す12,14と後輪の回転によシ車速を検出す
る後輪車速センt16,18及び水温センサ20.吸気
温センt22.スロットルセンサ24等が含まれている
。前輪車速センサ12゜14はそれぞれ前輪左右の車輪
の回転によシ車速を検出するセンナであシ、後輪車速セ
ンf16゜18はそれぞれ後輪左右の車輪の回転により
車速を検出するセンサである。
The sensor group 4 includes a front wheel speed sensor 12, 14 that detects the vehicle speed based on the rotation of the front wheels, a rear wheel speed sensor 16, 18 that detects the vehicle speed based on the rotation of the rear wheels, and a water temperature sensor 20. Intake temperature center t22. It includes a throttle sensor 24 and the like. The front wheel speed sensors 12 and 14 are sensors that detect the vehicle speed based on the rotation of the left and right front wheels, respectively, and the rear wheel speed sensors f16 and 18 are sensors that detect the vehicle speed based on the rotation of the left and right rear wheels, respectively. .

本実施例においては、タイヤがスリップしたことの条件
として、前輪車速センサ12,14によって得られる車
速検出信号と、後輪車速セン?16゜18によって得ら
れる車速検出信号との差が所定値(例えば201m/h
)を越えたこととしている。
In this embodiment, the conditions for the tire slipping include vehicle speed detection signals obtained by the front wheel speed sensors 12 and 14 and the rear wheel speed sensor? The difference between the vehicle speed detection signal obtained by 16°18 and the vehicle speed detection signal obtained by
).

又、本実施例においては、四輪のうちいずれのタイヤが
スリップした場合でもタイヤのスリップが確実に検出で
きるように、4個のセンサす表わち前輪車速センf12
,14.後輪車速センサ16゜18が設けられている。
In addition, in this embodiment, four sensors, namely, a front wheel speed sensor f12, are installed so that tire slip can be reliably detected even if any of the four wheels slips.
,14. A rear wheel speed sensor 16°18 is provided.

前輪車速センサ12,14及び後輪車速センサ16.1
8の検出信号はそれぞれ制御部2へ供給される。
Front wheel speed sensors 12, 14 and rear wheel speed sensors 16.1
The eight detection signals are each supplied to the control section 2.

制御部2はセンサ群4の各種センサがらの検出信号を取
り込み各種の演算を行ない燃料噴射量制御系62点火時
期制御系8及び変速比制御系1゜の制御を行なうための
制御信号を出力する。又制御部2は前輪車速センt12
,14及び後輪車速センサ16.18からの検出信号を
取シ込み、これらの車速検出信号の差が所定値を越えた
ときタイヤがスリップしたとして判定し、エンジンから
駆動輪への伝達トルクを低下させるための制御信号を出
力するようになっている。
The control unit 2 receives detection signals from various sensors in the sensor group 4, performs various calculations, and outputs control signals for controlling the fuel injection amount control system 62, the ignition timing control system 8, and the gear ratio control system 1°. . In addition, the control section 2 controls the front wheel speed center t12.
, 14 and rear wheel speed sensors 16 and 18, and when the difference between these vehicle speed detection signals exceeds a predetermined value, it is determined that the tire has slipped, and the torque transmitted from the engine to the drive wheels is determined. A control signal is output to lower the level.

本実施例においては、エンジンから駆動輪への伝達トル
クを低下させるための制御信号として、燃料噴射量制御
系6にフューエルカットを行なうための制御信号と、変
速比制御系10に変速機のギヤの変速比が最小となる制
御信号を出力するなお、本実施例においては、前輪車速
センサ12゜14による車速検出信号と後輪車速センサ
16゜18による車速検出信号はそれぞれ前輪車速セン
サ12,14の平均車速信号、後輪車速センサ16゜1
8の平均車速信号としている。
In this embodiment, as a control signal for reducing the torque transmitted from the engine to the driving wheels, a control signal for performing a fuel cut is sent to the fuel injection amount control system 6, and a control signal is sent to the transmission ratio control system 10 for controlling the gears of the transmission. In this embodiment, the vehicle speed detection signal from the front wheel speed sensor 12° 14 and the vehicle speed detection signal from the rear wheel speed sensor 16° 18 are output from the front wheel speed sensors 12 and 14, respectively. Average vehicle speed signal, rear wheel speed sensor 16°1
The average vehicle speed signal is 8.

又、変速比を最小とする制御信号はギヤ位置を高速位置
とする制御信号である。領えば、ギヤが前進4段で構成
されている場合、ギヤ位置を4速とする制御信号である
Further, the control signal that minimizes the speed ratio is a control signal that sets the gear position to the high speed position. In other words, if the gear is configured with four forward speeds, this is a control signal that sets the gear position to the fourth speed.

本爽施例唸以上の構成からたシ、次に1第2図に示され
ているフローチャートに基づいてスリップ検出処理ルー
チンについて説明する。
Based on the above configuration, the slip detection processing routine of this embodiment will now be described based on the flowchart shown in FIG.

まず、ステップ100において後輪車速センサ16.1
8によシ螢輪による車速が検出され、ステップ102に
おいて前輪車速センサ12.14によシ前輪による車速
か検出される。前輪車速センサ12,14及び後輪車速
センサ16.18の検出信号が制御部2に供給され、ス
テップ104及びステップ106において後輪による平
均車速と前輪による平均車速が算出され、続いてステッ
プ108において前輪と後輪の車速差が算出される。
First, in step 100, the rear wheel vehicle speed sensor 16.1
At step 8, the vehicle speed due to the front wheels is detected, and at step 102, the vehicle speed due to the front wheels is detected by the front wheel vehicle speed sensors 12,14. Detection signals from the front wheel speed sensors 12 and 14 and the rear wheel speed sensors 16 and 18 are supplied to the control unit 2, and the average vehicle speed of the rear wheels and the average vehicle speed of the front wheels are calculated in steps 104 and 106, and then in step 108. The vehicle speed difference between the front wheels and the rear wheels is calculated.

次にステップ110に移シ、前回スリップしたか否かの
判定が行なわれる。この判定は所定時間ごとに判定され
るものであシ、たとえば5ミリ秒毎に行なわれるもので
ある。ステップ110においてNoと判定されるとステ
ップ112に移)車速差の判定が行なわれる。すなわち
車速差が所定値以上であるか否かの判定が行なわれる0
、ステップ112においてNOと判定されるとスリップ
しないことになるのでスリップ検出ルーチンは終了する
。ステップ112においてYIi8と判定されると、ス
テップ114に移pフューエルカットを行なうための制
御信号が出力される。このときステップ116において
、制御部2のレジスタに、スリップが生じたときの制御
を行なうための7ラツク1が立つ。続いてステップ11
8においても、シフトダウンを禁止する制御信号が変速
比制御系lOへ出力され、スリップ検出処理ルーチンが
終了する。
Next, the process moves to step 110, where it is determined whether or not there was a previous slip. This determination is made at predetermined intervals, for example, every 5 milliseconds. If the determination in step 110 is No, the process moves to step 112) where a vehicle speed difference is determined. In other words, it is determined whether the vehicle speed difference is greater than or equal to a predetermined value.
If the determination in step 112 is NO, it means that there is no slip, and the slip detection routine ends. If YIi8 is determined in step 112, the process proceeds to step 114, and a control signal for performing p-fuel cut is output. At this time, in step 116, 7 racks 1 are set in the register of the control section 2 for controlling when a slip occurs. Then step 11
Also at step 8, a control signal prohibiting downshifting is output to the speed ratio control system IO, and the slip detection processing routine ends.

x−yッソl 10においてYESと判定されるとステ
ップ120 K’lll ”) s車速差が所定値以下
であるか否かの判定が行なわれる。ステップ120でY
Ii18と判定されるとスリップが生じないことになる
ので、ステップ122に移シ燃料噴射量制御系6へ所定
の燃料の噴射を行なうための制御信号が出力される。続
いてステップ124において、変速比制御系1oヘシフ
トダウン奥行可の制御信号が出力されスリップ検出処理
ルーチングが終了する。
If YES is determined in step 10, it is determined in step 120 whether the vehicle speed difference is less than or equal to a predetermined value.
If it is determined to be Ii18, it means that no slip occurs, and therefore, in step 122, a control signal for injecting a predetermined fuel is output to the transfer fuel injection amount control system 6. Subsequently, in step 124, a control signal enabling downshift depth is output to the speed ratio control system 1o, and the slip detection processing routine is completed.

ステップ120にお込てNoと判定されると、スリップ
が生じたこととな夛ステップ126に移る。ここでは7
:L−ニルカットが行なわれたか否かの判定が行なわれ
る。ステップ126においてNoと判定されるとステッ
プ114に移シ、前述と同様ステップ114,116.
1・18の処理が行なわれる。ステップ126でYES
と判定されると、ステップ128に移ジエンジン回転数
が所定回転数以下(九とえば8oo回転以下)であるか
否かの判定が行なわれる。ステップ12gでNOと判定
されるとスリップ検出処理ルーチンが終了する。ステッ
プ128でYB2と判定されるとステップ1224’(
$シ前述と同様ステップ12と124の処理が行なわれ
スリップ検出処理ルーチングが終了する。
If the determination in step 120 is No, it is assumed that a slip has occurred and the process proceeds to step 126. here 7
: It is determined whether or not the L-nil cut has been performed. If the determination in step 126 is No, the process moves to step 114, and steps 114, 116 .
1.18 processing is performed. YES in step 126
If it is determined that this is the case, it is determined in step 128 whether or not the engine rotational speed is less than or equal to a predetermined rotational speed (for example, 800 rotations or less). If the determination in step 12g is NO, the slip detection processing routine ends. If YB2 is determined in step 128, step 1224' (
Steps 12 and 124 are performed in the same manner as described above, and the slip detection processing routine is completed.

このように本実施例においては、後輪による平均車速と
前輪による平均車速を検出し、これらの車速の差が所定
の車速以上になったときスリップと判定され、7エーエ
ルカツトが行なわれる。フューエルカットによって前輪
と後輪による車速か所定の車速以下になっ九ときは、通
常の燃料の噴射を行なうようKなっている。また7ユー
エルカツトを行なった後、車速差が所定値以下にならな
い場合であって電工ンジy回転数が所定の回転数以下に
なった場合には通常の燃料の噴射を行かうようにしてい
る。
As described above, in this embodiment, the average vehicle speed of the rear wheels and the average vehicle speed of the front wheels are detected, and when the difference between these vehicle speeds exceeds a predetermined vehicle speed, it is determined that there is a slip, and the 7-air cut is performed. When the vehicle speed of the front and rear wheels drops below a predetermined speed due to fuel cut, normal fuel injection is performed. Further, after performing the 7 fuel cut, if the vehicle speed difference does not become less than a predetermined value and the electrician engine rotational speed becomes less than a predetermined rotational speed, normal fuel injection is performed.

次に、第3図に示されている70−チャートに基づいて
シフト位置決定ルーチンについて説明する。
Next, the shift position determination routine will be explained based on the chart 70 shown in FIG.

壕ず、ステップ200において通常の走行時に要求され
るシフト位置がスロットルの開度を検出するスロットル
センサ24及び車速を検出する車速センサからの車速検
出信号が制御部2に供給されシフト位置が算出される。
In step 200, vehicle speed detection signals from the throttle sensor 24 that detects the throttle opening and the vehicle speed sensor that detects the vehicle speed are supplied to the control unit 2 to calculate the shift position required during normal driving. Ru.

なお、この場合の車速検出信号は、前述した侵輪稟速セ
ンサ16,18による検出信号が用いられる。続いてス
テップ200に移夛前回スリツゾしたか否かの判定が行
なわれる。この判定は、第2図に示されているステップ
110における判定が利用される。ステップ202でN
Oと判定されるとステップ204に移シ、ステップ20
0において算出されたシフト位置の制御信号が変速比制
御系10へ出力されシフト位置決定ルーチンが終了する
Note that, as the vehicle speed detection signal in this case, the detection signal from the above-mentioned wheel entry speed sensors 16 and 18 is used. Subsequently, in step 200, it is determined whether or not there was a slippage before the transfer. For this determination, the determination in step 110 shown in FIG. 2 is used. N in step 202
If it is determined as O, the process moves to step 204, and step 20
The control signal for the shift position calculated at step 0 is output to the speed ratio control system 10, and the shift position determination routine ends.

ステップ202においてYB2と判定されると、ステッ
プ206に移シシ7トダウンか否かの判定が行なわれる
。ステップ206における判定は、第2図に示されてい
るステップ118とステップ124の処理が利用され、
ステップ206においてNOと判定されると、ステップ
208に移シシ7ト位置が高速位置となる制御信号が変
速比制御系10へ出力され、シフト位置決定ルーチンが
終了する。
If YB2 is determined in step 202, it is determined in step 206 whether or not the shift is down. The determination in step 206 uses the processes of step 118 and step 124 shown in FIG.
If the determination in step 206 is NO, then in step 208 a control signal is outputted to the gear ratio control system 10 to set the shift position to the high speed position, and the shift position determination routine ends.

ステップ206においてYESと判定されるとステップ
210に移シフニーニルカット復帰彼一定の時間が経過
したか否かの判定が行なわれる。
If it is determined YES in step 206, the process moves to step 210, and it is determined whether a certain period of time has elapsed.

ここで、NOと判定されるとシフト位置決定ルーチング
は終了し、Y]a8と判定されるとステップ212に移
る。ステップ212においてはシフト位置が4速の場合
には8速とする演算が行なわれステップ214に移る。
Here, if the determination is NO, the shift position determination routine ends, and if the determination is Y]a8, the process moves to step 212. In step 212, if the shift position is 4th speed, calculation is performed to set it to 8th speed, and the process moves to step 214.

y、fツブ214においては、ステップ212において
算出され九シフト位置が通常の走行において求められる
シフト位置よシも大きいか否かの判定が行なわれる。た
とえば、ステップ212において得られたシフト位置が
3速であって、通常の走行によって得られるシフト位置
が2速であった場合にはYB2と判定される。ステップ
214においてYESと判定された場合にはステップ2
16に移シ、ステップ212において求められたシフト
位置の制御信号が変速比制御系10へ出力され、シフト
位置決定ルーチンが終了する。ステップ214において
′NOと判定され九場合はステップ204に移シ、通常
の走行時に要求されるシフト位置が変速比制御系10へ
出力され、シフト位置決定ルーチンが終了する。
At the y, f knob 214, it is determined whether the 9th shift position calculated in step 212 is also larger than the shift position found during normal driving. For example, if the shift position obtained in step 212 is 3rd speed and the shift position obtained through normal driving is 2nd speed, it is determined to be YB2. If YES is determined in step 214, step 2
At step 16, the control signal for the shift position determined at step 212 is output to the gear ratio control system 10, and the shift position determination routine ends. If the determination in step 214 is NO, the routine moves to step 204, where the shift position required during normal driving is output to the speed ratio control system 10, and the shift position determination routine ends.

このように本実施例に訃いては、スリップが検出される
とギヤが高速のシフト位置となる制御信号が出力される
。又、スリップが解除されたりも高速から順次低速とな
るシフト位置制御信号が出力され、通常の走行において
要求されるシフト位置となる。
As described above, in this embodiment, when a slip is detected, a control signal is output that shifts the gear to a high-speed shift position. Further, even when the slip is released, a shift position control signal is output that sequentially changes the speed from high speed to low speed, resulting in the shift position required for normal driving.

以上説明したように、本発明によれば、車両の発進時の
スリップあるいは走行中の加速時におけるスリップをす
みやかに防止できるとともに車両の安全走行が図れると
いう優れた効果がある。
As described above, according to the present invention, it is possible to promptly prevent slips when the vehicle starts or when accelerating while driving, and has the excellent effect of ensuring safe driving of the vehicle.

【図面の簡単な説明】[Brief explanation of drawings]

第1図は、本発明の一実施例を示す構成図、第2図は、
スリップ検出処理ルーチンを説明するためのフローチャ
ート、第3図は、シフト位置決定ルーチンを説明するた
めのフローチャートである。 2・・・制御部、4・・・センサ群、6・・・燃料噴射
量制御系、8・・・点火時期制御系、10・・・変速比
制御系、12.14・・・前輪車速センサ、 16.18・・・後輪車速セyす。 代理人   鵜 沼 辰 之 (tlか2名)
FIG. 1 is a configuration diagram showing one embodiment of the present invention, and FIG.
FIG. 3 is a flowchart for explaining the slip detection processing routine. FIG. 3 is a flowchart for explaining the shift position determination routine. 2... Control unit, 4... Sensor group, 6... Fuel injection amount control system, 8... Ignition timing control system, 10... Gear ratio control system, 12.14... Front wheel vehicle speed Sensor, 16.18... Rear wheel speed control. Agent Tatsuyuki Unuma (TL or 2 people)

Claims (1)

【特許請求の範囲】[Claims] (1)  前輪の回転によ〕車速を検出する前輪車速セ
ンサと、後輪の回転によシ阜速を検出する後輪車速セン
サと、車両の機能に関する各種の情報を検出するセンナ
群からO検出信号によジエンジンへの燃料供給量及び変
速機のイヤ位置を制御する制御部とを含み、制御部は、
前輪車速センサの車速検出信号と後輪車速センサの車速
検出信号との差が所定値を越えたときエンジンから駆動
輪への伝達トルクを低下させる制御を行なうことを特徴
とする車両用エンジン集中制御システム。
(1) A front wheel speed sensor that detects the vehicle speed based on the rotation of the front wheels, a rear wheel speed sensor that detects the vehicle speed based on the rotation of the rear wheels, and a sensor group that detects various information related to vehicle functions. a control unit that controls the amount of fuel supplied to the engine and the ear position of the transmission based on the detection signal;
Centralized engine control for a vehicle, characterized in that when the difference between a vehicle speed detection signal from a front wheel speed sensor and a vehicle speed detection signal from a rear wheel speed sensor exceeds a predetermined value, control is performed to reduce the torque transmitted from the engine to the driving wheels. system.
JP56136449A 1981-08-31 1981-08-31 System for concentrated control of engine for vehicle Granted JPS5838347A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP56136449A JPS5838347A (en) 1981-08-31 1981-08-31 System for concentrated control of engine for vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP56136449A JPS5838347A (en) 1981-08-31 1981-08-31 System for concentrated control of engine for vehicle

Publications (2)

Publication Number Publication Date
JPS5838347A true JPS5838347A (en) 1983-03-05
JPH0231779B2 JPH0231779B2 (en) 1990-07-16

Family

ID=15175364

Family Applications (1)

Application Number Title Priority Date Filing Date
JP56136449A Granted JPS5838347A (en) 1981-08-31 1981-08-31 System for concentrated control of engine for vehicle

Country Status (1)

Country Link
JP (1) JPS5838347A (en)

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS60104730A (en) * 1983-11-12 1985-06-10 Nippon Denso Co Ltd Slip preventing apparatus for car
JPS60192155A (en) * 1984-03-13 1985-09-30 Toyota Motor Corp Slip preventing device for car
JPS6138252A (en) * 1984-07-30 1986-02-24 Isuzu Motors Ltd Automatic speed change control method of car
US4615410A (en) * 1983-12-14 1986-10-07 Nissan Motor Co., Ltd. Method of detecting slip of driving wheel of automotive vehicle
US4682667A (en) * 1983-12-14 1987-07-28 Nissan Motor Co., Ltd. Power train control method for slip prevention
EP0230745A2 (en) * 1985-12-19 1987-08-05 Nippondenso Co., Ltd. Vehicle acceleration control system
JPS62231836A (en) * 1986-03-31 1987-10-12 Nissan Motor Co Ltd Driving force controlling device for vehicle with automatic transmission
JPS63270950A (en) * 1987-04-08 1988-11-08 ローベルト・ボツシユ・ゲゼルシヤフト・ミツト・ベシユレンクテル・ハフツング Driving slip preventive method and device
US5405301A (en) * 1992-06-15 1995-04-11 Toyota Jidosha Kabushiki Kaisha Automatic transmission control system

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH04102234U (en) * 1991-02-14 1992-09-03 三栄化学工業株式会社 Rolled memo paper storage container
JP3024435U (en) * 1995-11-08 1996-05-21 宝文社印刷株式会社 Simple adhesive paper sheet

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5131915A (en) * 1974-09-12 1976-03-18 Daido Oxygen MITSUPEI YOKINAINO JUGAIGASUHOSHUTSUSOCHI

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5131915A (en) * 1974-09-12 1976-03-18 Daido Oxygen MITSUPEI YOKINAINO JUGAIGASUHOSHUTSUSOCHI

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS60104730A (en) * 1983-11-12 1985-06-10 Nippon Denso Co Ltd Slip preventing apparatus for car
JPH0432930B2 (en) * 1983-11-12 1992-06-01 Nippon Denso Co
US4615410A (en) * 1983-12-14 1986-10-07 Nissan Motor Co., Ltd. Method of detecting slip of driving wheel of automotive vehicle
US4682667A (en) * 1983-12-14 1987-07-28 Nissan Motor Co., Ltd. Power train control method for slip prevention
JPS60192155A (en) * 1984-03-13 1985-09-30 Toyota Motor Corp Slip preventing device for car
JPS6138252A (en) * 1984-07-30 1986-02-24 Isuzu Motors Ltd Automatic speed change control method of car
JPH0556426B2 (en) * 1984-07-30 1993-08-19 Isuzu Motors Ltd
EP0230745A2 (en) * 1985-12-19 1987-08-05 Nippondenso Co., Ltd. Vehicle acceleration control system
US4771848A (en) * 1985-12-19 1988-09-20 Nippondenso Co., Ltd. Vehicle acceleration control system
JPS62231836A (en) * 1986-03-31 1987-10-12 Nissan Motor Co Ltd Driving force controlling device for vehicle with automatic transmission
JPS63270950A (en) * 1987-04-08 1988-11-08 ローベルト・ボツシユ・ゲゼルシヤフト・ミツト・ベシユレンクテル・ハフツング Driving slip preventive method and device
US5405301A (en) * 1992-06-15 1995-04-11 Toyota Jidosha Kabushiki Kaisha Automatic transmission control system

Also Published As

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