JPS5968537A - Slip preventive device for wheel - Google Patents
Slip preventive device for wheelInfo
- Publication number
- JPS5968537A JPS5968537A JP57178692A JP17869282A JPS5968537A JP S5968537 A JPS5968537 A JP S5968537A JP 57178692 A JP57178692 A JP 57178692A JP 17869282 A JP17869282 A JP 17869282A JP S5968537 A JPS5968537 A JP S5968537A
- Authority
- JP
- Japan
- Prior art keywords
- driven wheel
- speed sensor
- wheel speed
- slip
- slip ratio
- 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.)
- Pending
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT 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
- B60K28/00—Safety 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
- B60K28/10—Safety 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
- B60K28/16—Safety 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
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2200/00—Type of vehicle
- B60Y2200/10—Road Vehicles
- B60Y2200/12—Motorcycles, Trikes; Quads; Scooters
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)
Abstract
Description
【発明の詳細な説明】
この発明は、駆動輪のスリップ率を算出して車両の駆動
力を制御し、車輪のスリップを防止する装置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a device that calculates the slip ratio of drive wheels to control the drive force of a vehicle and prevent wheel slip.
悪路、泥淳路、雪路等における走行を考慮して、近年、
各槙単両においては、走行性の向上を目ざすべく、工／
ジン関係および車体フレーム関係の両面から１、様々の
改良が進められているが、車輪の回転力を走行力に効率
よく変換するだめのタイヤトラクションの有効利用とい
う点では、タイヤリプパターンの工夫によってかなシ改
良されつつあるも、加速時等のタイヤスリップの発生に
より、必ずしもタイヤトラクションが最大限まで有効に
利用されているとは言えない。このため駆動輪の空転に
より燃費の面で不利になっていることが多い。In recent years, in consideration of driving on rough roads, muddy roads, snowy roads, etc.
In order to improve running performance, each Maki single car has been engineered/
Various improvements have been made in terms of both the engine and the body frame, but in terms of the effective use of tire traction, which efficiently converts the rotational force of the wheels into running power, improvements in the tire rip pattern have improved. Although improvements are being made to the tire traction, it cannot be said that tire traction is always being utilized to its full potential due to the occurrence of tire slip during acceleration. For this reason, the spinning of the drive wheels often results in a disadvantage in terms of fuel efficiency.
この発明は上記事情に鑑みてなされたもので、駆動輪の
スリップ率を算出して車両の駆動力を制御する制御装置
を設けて、駆動輪のスリップを最適にコントロールして
安定した最適加速を得るとともに、駆動輪の無駄な空転
を無くして燃費の向上を図ることによって、悪路、泥滓
路、雪路等での走行性をさらに向上できる車輪のスリッ
プ防止装置を提供することを目的とする。This invention was made in view of the above circumstances, and includes a control device that calculates the slip ratio of the drive wheels and controls the driving force of the vehicle, thereby optimally controlling the slip of the drive wheels to achieve stable and optimal acceleration. The purpose of the present invention is to provide a wheel slip prevention device that can further improve driving performance on rough roads, muddy roads, snowy roads, etc. by eliminating unnecessary spinning of the drive wheels and improving fuel efficiency. do.
以下この発明を図面を参照して説明する。The present invention will be explained below with reference to the drawings.
第１図と第２図はこの発明の一実施例を自動二輪車Ａに
適用したものを示し、自動二輪＊Ａの前輪（従動輪）１
０車軸部１ａに前輪速Ｉｔセンサ（従動輪速度センサ）
２が、また、後輪（駆動輪）３０車軸部３ａに後輪速度
センサ（駆動輪速度センサ）４が、それぞれ設けられて
いる。上記各センサ２，４は車輪速度に比例した周波数
の正弦波を出力する従来周知のものである。Figures 1 and 2 show an embodiment of the present invention applied to a motorcycle A, in which the front wheel (driven wheel) 1 of the motorcycle *A
Front wheel speed It sensor (driven wheel speed sensor) on the 0 axle portion 1a
Further, a rear wheel speed sensor (driving wheel speed sensor) 4 is provided on the rear wheel (driving wheel) 30 and the axle portion 3a. Each of the above-mentioned sensors 2 and 4 is a conventional sensor that outputs a sine wave having a frequency proportional to the wheel speed.
一方、自動二輪車Ａの車体フレームＢには、上記各セン
サ２，４からの出力を受けて自動二輪車Ａの走行用エン
ジンＥの出力を制御する制御機構Ｃが設けられている。On the other hand, the body frame B of the motorcycle A is provided with a control mechanism C that receives outputs from the sensors 2 and 4 and controls the output of the running engine E of the motorcycle A.
この制御機構Ｃは、自動二輪車Ａの座席シート５下方の
単体フレームＢの一部に取り付けられ谷センサ２，４の
出力端子の各々に接続コード６゜７によって電気的に接
続されたコントロールユニット８と、このコントロール
ユニット８の出力側に接続コード９によって電気的に接
続され、キャブレター１０の絞り弁１１の開閉調節をな
してエンジンＥへの混合気の流量を加減する直流モータ
１２とを主体として構成されている。上記コントロール
ユニット８は、前輪速度センサ２σ）出カフ５λら算出
される単体の走行速度（推定単体速度）ｖｂと、後輪速
度センサ４の出力から算出される後輪３０回転周速度Ｖ
ｒとを演算して後輪３のスリップ率λを算出し、このス
リップ率λの増減に応じて上記直流モータ１２を作動さ
せて絞シ弁１１を絞り、エンジンＥへの混合気の流入量
を減少させるものである。なお上記絞シ弁１１は直流モ
ータ１２による開閉とは別に通常のスロットル操作で開
閉できることは言うまでもない。また、コントロールユ
ニット８は自動二輪車Ａのノ（ツテリ１３を電源にして
作動する。This control mechanism C includes a control unit 8 which is attached to a part of a single frame B below the seat 5 of the motorcycle A and is electrically connected to each of the output terminals of the valley sensors 2 and 4 by connection cords 6. and a DC motor 12 which is electrically connected to the output side of the control unit 8 by a connection cord 9 and which adjusts the opening and closing of the throttle valve 11 of the carburetor 10 to adjust the flow rate of the air-fuel mixture to the engine E. It is configured. The control unit 8 controls the single running speed (estimated single speed) vb calculated from the front wheel speed sensor 2σ) output cuff 5λ and the rear wheel 30 rotation circumferential speed V calculated from the output of the rear wheel speed sensor 4.
The slip ratio λ of the rear wheels 3 is calculated by calculating the slip ratio λ, and the direct current motor 12 is operated to throttle the throttle valve 11 according to the increase or decrease in the slip ratio λ, and the amount of air-fuel mixture flowing into the engine E is This reduces the It goes without saying that the throttle valve 11 can be opened and closed by normal throttle operation, in addition to being opened and closed by the DC motor 12. Further, the control unit 8 operates using the power supply 13 of the motorcycle A as a power source.
ここで、上記コントロールユニット８の評細な構成を、
第３図および第４図を紗照して説明する。Here, the detailed configuration of the control unit 8 is as follows.
This will be explained with reference to FIGS. 3 and 4.
１３図ｉ１：、コントロールユニット８の構成を示すブ
ロック図である。この図において、符号１４はマイクロ
プロセッサ等の中央処理装置（以下、ｃｐＵと略称する
）であシ、このＣＰＵ１４の信号バス１５には記憶部１
６が接続され、ＣＰＵ１４は、この記憶部１６に格納さ
れている制御グログラムに従って動作するようになって
いる。次に、波形整形回路１７は、前記前輪速度センサ
２が出力する正弦波を増幅して矩形波に変換するもので
、この波形整形回路１７が出力する矩形波は、周期測定
回路１８へ供給される。周期測定回路１８は、カウンタ
等から構成されるもので、上記矩形波の各１周期毎に基
準クロツクダを計数して出力するものである。したがっ
て、この周期測定回路１８からは前輪速度センサ２の出
力正弦波の周期なＴオとすれば、この周期Ｔｔに比例し
たデジタルデータＤｔｆが出力される。次に、波形整形
回路１９および周期測定回＃！Ｉ２０は、前記波形整形
回路１７および前記周期測定回路１８と同様に構成され
たもので、周期測定（ロ）路２０からは、後輪速度セン
サ４の出力正弦波の周期Ｔｒに比例したデジタルデータ
Ｄｔｒが出力される。次に、出力ボート２１は、０ＰＵ
１４の指令に基づいて、前記絞シ弁１１を閉じるだめの
２値論理信号Ｎおよび同級す弁１１を開らくための２１
直論理信号Ｐを各々出力するために設けられたものであ
る。また、モータ駆動回路２２は、前記信号Ｎ、Ｐに基
づいて、直流モータ１２を正転駆動または逆転駆動する
回路で、信号Ｎが１”になるとモータ１２を正転させて
絞シ弁１１を閉じる方向に作動さき、−力信号Ｐがｌ”
になると同モータ１２を逆転さげて紋り弁１１を開らく
方向に作動させる。Figure 13 i1: is a block diagram showing the configuration of the control unit 8. In this figure, reference numeral 14 is a central processing unit (hereinafter abbreviated as cpU) such as a microprocessor, and a signal bus 15 of this CPU 14 has a storage unit 1.
6 is connected, and the CPU 14 operates according to the control program stored in the storage section 16. Next, the waveform shaping circuit 17 amplifies the sine wave output from the front wheel speed sensor 2 and converts it into a rectangular wave. The rectangular wave output from the waveform shaping circuit 17 is supplied to the period measuring circuit 18 Ru. The period measuring circuit 18 is composed of a counter and the like, and counts and outputs the reference clock every period of the rectangular wave. Therefore, if T is the period of the output sine wave of the front wheel speed sensor 2, the period measuring circuit 18 outputs digital data Dtf proportional to the period Tt. Next, the waveform shaping circuit 19 and period measurement #! I20 has the same configuration as the waveform shaping circuit 17 and the period measurement circuit 18, and the period measurement (b) path 20 outputs digital data proportional to the period Tr of the output sine wave of the rear wheel speed sensor 4. Dtr is output. Next, the output boat 21
14, a binary logic signal N for closing the throttle valve 11 and a binary logic signal 21 for opening the same valve 11.
They are provided for outputting direct logic signals P, respectively. The motor drive circuit 22 is a circuit that drives the DC motor 12 in forward or reverse rotation based on the signals N and P. When the signal N reaches 1'', the motor drive circuit 22 rotates the motor 12 in the forward direction and opens the throttle valve 11. Before operating in the closing direction, the -force signal P is l''
When this happens, the motor 12 is reversely lowered to operate the crest valve 11 in the direction of opening.
次に、第４図はＣＰＵＩ ４が実行する制御プログラム
の流れを示すフローチャートであり、以下、このフロー
チャートに従って０ＰＵＩ ４の動作を説明する。なお
、この制御プログラムはスリップ防止制御を正しく行な
うに充分な短かい一定周期で周期的に実行されるもので
おる。Next, FIG. 4 is a flowchart showing the flow of the control program executed by the CPUI 4. Hereinafter, the operation of the 0PUI 4 will be explained according to this flowchart. It should be noted that this control program is periodically executed at a constant cycle that is short enough to perform the anti-slip control correctly.
この制御プログラムの実行が開始されると、ＣＰＵ１４
はステップＳ１において、周期測定回路１８の出力すな
わち両輪速度センサ２の周期データＤｔｆｖおよび周期
測定回路２０の出力すなわち後輪速度センナ４０周期デ
ータＤオな、各々読み込む。次いで０ＰＵ１４はステッ
プＳ２において、前記周期データＤｔｆから前＠１０回
転周速度Ｖｆを算出する。すなわち、回転周速度Ｖｔは
、周期データＤｔｆの逆数に比例するから、０ＰＵ１４
はこの周期データＤｔｆの逆数に、予め設定されている
定数を乗算して速度■１を算出する。次にＣＰＵ１４は
、ステップｓ３において、この速度Ｖｆをフィルタリン
グプログラムを用いて平均化し、推定車体速ＷＶｂを算
出する−次いで（３ＰＵ１４は、ステップＳ４において
、前記周期データＤｔｉｒから前記ステップＳ２と同様
の演算を行なって後輪３０回転周速度■１を算出する。When execution of this control program is started, the CPU 14
In step S1, the output of the period measuring circuit 18, that is, the period data Dtfv of the both wheel speed sensors 2, and the output of the period measuring circuit 20, that is, the period data D of the rear wheel speed sensor 40 are read respectively. Next, in step S2, the 0PU 14 calculates the peripheral speed Vf of the previous @10 rotations from the periodic data Dtf. That is, since the rotational circumferential speed Vt is proportional to the reciprocal of the periodic data Dtf, 0PU14
calculates the speed ■1 by multiplying the reciprocal of this periodic data Dtf by a preset constant. Next, in step s3, the CPU 14 averages this speed Vf using a filtering program to calculate an estimated vehicle speed WVb. Perform the following to calculate the rear wheel 30 rotation circumferential speed ■1.
次にＣ！ＰｔＴ１４は、ステップＳ５に進み、前記推定
単体速度Ｖｂとこの後輪周速ｐｌ ｖ ｒとから後輪３
のスリップ率λを算出する。すなわち、スリップ率λは
、と定数されるから、この（１）式に速度Ｖｂ 、Ｖ、
を各々代入してスリップ率λを算出する。次いで０ＰＵ
１４は、ステップＳ６において、この算出されたスリッ
プ率λが、スリップ防止制御を行なう場合の基準となる
第２の基準スリップ率λ、より犬か否かを判定し、λ≧
λ、と判定された場合は、ステップＳ７に進む。ステッ
プｓ７に進むと、０ＰｔＪ１４は、出力ボート２１を介
して信号Ｎを、予め設定された一定時間幅（この時間幅
はこの制御プログラムの実行周期より短かい）だけ１”
信号にし、これによってモータ１２を正転さ伊て絞υ弁
１１を所定角度だけ閉じ、しかる後再びステップＳ１に
戻る。一方、前記ステップｓ６においてλくλ、と判定
された場合、０ＰＵ１４は、ステップＳ８に進み、ここ
でスリップ率λが第１の基準スリップ率λ１ （ただし
λ、くλ２ ）よね／」Ｎか否かを判定し、λくλ１
と判定された場合は、ステップＳ９に進む。ステップｓ
９に進むと、ＣＰＵ１４は、絞り弁１１が初期位置にな
い場合出力ボート２１を介して信号Ｐを１”信号にして
モータ１２を逆転させ、これによってＭｂ弁１１を初期
位−まで開らき、しかる後信号Ｐを０”信号にしてステ
ップＳｌに戻る。また前記ステップＳ８において、λ≧
λ、と判定された場合は、ＣＰＵは何もし女いて（すな
わち絞シ弁１１の操作を行なわないで）ステップｓ１に
戻る。なお、前記ステップＳ９において、絞り弁１１が
初期位置にある場合も、０ＰＵ１４は何もしないでステ
ップＳ１に戻る。Next C! PtT14 proceeds to step S5, and calculates the rear wheel 3 from the estimated single speed Vb and this rear wheel circumferential speed pl v r.
Calculate the slip rate λ. That is, since the slip rate λ is constant, the speeds Vb, V,
The slip rate λ is calculated by substituting . Then 0PU
14 determines in step S6 whether or not the calculated slip ratio λ is higher than the second reference slip ratio λ, which is a reference when performing slip prevention control, and determines whether λ≧
If it is determined that λ, the process advances to step S7. Proceeding to step s7, the 0PtJ14 transmits the signal N via the output port 21 to 1'' for a preset constant time width (this time width is shorter than the execution cycle of this control program).
A signal is generated, which causes the motor 12 to rotate in the normal direction and closes the throttle υ valve 11 by a predetermined angle, after which the process returns to step S1. On the other hand, if it is determined in step s6 that λ is less than λ, the 0PU 14 proceeds to step S8, and determines whether the slip rate λ is the first reference slip rate λ1 (where λ, λ2) is N or not. λ1
If it is determined that this is the case, the process advances to step S9. step s
Proceeding to step 9, if the throttle valve 11 is not at the initial position, the CPU 14 changes the signal P to a 1'' signal via the output boat 21 to reverse the motor 12, thereby opening the Mb valve 11 to the initial position -, Thereafter, the signal P is changed to a 0'' signal and the process returns to step Sl. Further, in step S8, λ≧
λ, the CPU does nothing (that is, does not operate the throttle valve 11) and returns to step s1. Note that even if the throttle valve 11 is at the initial position in step S9, the 0PU 14 does nothing and returns to step S1.
以上力、コントロールユニット８の詳細である。The above is the details of the control unit 8.
以上のように構成されたスリップ防止装置は、自動二輪
車Ａが走行中にスロットル操作によって加速され、車体
速度（推定単体速度）ｖｂよシ後輪３０回転周速度Ｖｒ
が大となった時（つまり後輪３がスリップ状態になった
時）、コントロールユニット８が前記速度Ｖｂおよび■
アから算出されるスリップ率λの大／」％に合わせて直
流モータ１２を適宜作動させて絞り弁１１を調節し、エ
ンジンＥへの混合気の流入量を調節する。この際、スリ
ップ率λが大きい場合にはコントロールユニット８は、
エンジンＥへの混合気の流入量を大きく減少さｔ、スリ
ップ率λが／ｈさい場合にはエンジンＥへの混合気の流
入量を微址減少させて後輪３０回転周速度■、を制御す
る。このため後輪３のスリップが生じると同時にスリッ
プ率λに応じてエンジンＥの出力が低下し、後輪の回転
周速度■。The anti-slip device configured as described above is configured such that when the motorcycle A is accelerated by throttle operation while the motorcycle A is running, the vehicle body speed (estimated single speed) Vb and the rear wheel 30 rotation circumferential speed Vr.
becomes large (that is, when the rear wheels 3 are in a slip state), the control unit 8 controls the speed Vb and ■
The DC motor 12 is operated as appropriate to adjust the throttle valve 11 in accordance with the slip ratio λ calculated from (A), and the amount of air-fuel mixture flowing into the engine E is adjusted. At this time, if the slip rate λ is large, the control unit 8
When the slip rate λ is small, the amount of air-fuel mixture flowing into engine E is greatly reduced, and when the slip rate λ is small, the amount of air-fuel mixture flowing into engine E is slightly reduced to control the peripheral speed of the rear wheel at 30 rotations. do. Therefore, the rear wheel 3 slips, and at the same time the output of the engine E decreases according to the slip ratio λ, and the rotational peripheral speed of the rear wheel 3 decreases.
が低下してスリップが防止される。したがって悲路等で
のスタート時、加速時に後輪３のタイヤトラクションが
路面に確実に伝わるため安定した加速をなしうる。また
、後輪３のスリップ時には、従来、スロットルを緩めて
後＠３０回転速度を落とす等の微妙な操作を運転者が行
ってスリップをさけるようにしていたが、この発明の装
置によれば上記の如き微妙なスロットル操作をしなくて
もスリップを防止することができる。したがって加速時
の操作性が向上する。また、後輪３のスリップを防止す
ることにより後輪３の空転を防止でき、エンジンＥの無
駄な吹き上シをなくすることができるため燃費が向上す
る。is reduced and slips are prevented. Therefore, when starting on a rough road or accelerating, the tire traction of the rear wheels 3 is reliably transmitted to the road surface, so that stable acceleration can be achieved. In addition, when the rear wheel 3 slips, conventionally the driver performs delicate operations such as loosening the throttle and reducing the rear rotation speed by 30 degrees to avoid the slip, but according to the device of the present invention, the above-mentioned Slips can be prevented without delicate throttle operations. Therefore, operability during acceleration is improved. In addition, by preventing the rear wheels 3 from slipping, the rear wheels 3 can be prevented from spinning, and unnecessary revving of the engine E can be eliminated, resulting in improved fuel efficiency.
なお、各センサ２，４やコントロールユニット８は自動
二輪車に限らず自動車に取り付けることも可能である。Note that the sensors 2 and 4 and the control unit 8 can be installed not only in motorcycles but also in automobiles.
また、この実施例においては、コントロールユニット８
によって直流モータ１２を駆動して絞り弁１１を調整し
、エンジンＥの出力を制御して後輪３０回転速度を制御
する構成にしたが、コントロールユニット８によってエ
ンジンＥの点火プラグの点火時期を調整したり、多気筒
エンジンの場合に、一部のシリンダの点火を休止させた
り、あるいは、スリップ率に応じて駆動輪にブレーキを
かけたシするなどしてエンジンの駆動出力を制動する構
成にすることもできる。Further, in this embodiment, the control unit 8
The control unit 8 is configured to drive the DC motor 12 to adjust the throttle valve 11 and control the output of the engine E to control the rotational speed of the rear wheels 30.The control unit 8 adjusts the ignition timing of the spark plug of the engine E. or in the case of a multi-cylinder engine, the engine's drive output is braked by stopping the ignition of some cylinders, or by applying brakes to the drive wheels according to the slip ratio. You can also do that.
以上説明したようにこの発明は、従動輪と駆動輪とにそ
れぞれ速度センサを取シ付け、上記各センナにより検出
された出力をもとに駆動輪のスリップ率を算出して車両
の駆動力を制御する制御機構を設けて、駆動輪のスリッ
プを抑えるようにしたものでおるため、タイヤトラクシ
ョンを最大に利用して安定した加速性能を得ることがで
きる。As explained above, the present invention attaches speed sensors to each of the driven wheels and the driving wheels, calculates the slip rate of the driving wheels based on the output detected by each sensor, and calculates the driving force of the vehicle. It is equipped with a control mechanism to suppress slippage of the drive wheels, making maximum use of tire traction to achieve stable acceleration performance.
また同体な理由によって従来運転者が加速時のスリップ
の際に行っていた微妙なスロットル操作によるエンジン
出力の調整を省くことができ、加速時の操作性が向上す
る。さらに、スリップを抑えることによってエンジンの
無駄な吹き上がシをなくすることができるため、燃費が
向上する等の浸れた効果を有する。Furthermore, for the same reason, it is possible to eliminate the need for the driver to adjust the engine output by delicate throttle operation, which was conventionally required when a driver slips during acceleration, thereby improving operability during acceleration. Furthermore, by suppressing slip, it is possible to eliminate unnecessary revving of the engine, resulting in significant effects such as improved fuel efficiency.
図面はこの発明の一火施例を示すもので、第１図は自動
二輪車の側面図、第２図はスリップ防止装置のシステム
構成図、第３図はＱ夾施例におけるコントロールユニッ
トの詳細な構成を示すブロック図、第４図は同コントロ
ールユニットノ動作を説明するだめのフローチャートで
ある。
Ａ・・・自動二輪車、１・・・前輪（従動輪）、２・・
・前輪速度センナ（従動輪速度センサ）、３・・・後輪
（駆動輪）、４・・・後輪速度センサ（駆動輪速度セン
サ）、Ｂ・・・車体フレーム、Ｅ・・・エンジン、Ｃ・
・・ｉｌｌ構、８・・・コントロールユニット、ＩＯ・
・・キャブレター、１１・・・絞り弁、１２・・・サー
ボモータ。
出願人 本田技研工業株式会社The drawings show a one-fire embodiment of the present invention; Fig. 1 is a side view of a motorcycle, Fig. 2 is a system configuration diagram of a slip prevention device, and Fig. 3 is a detailed diagram of a control unit in a Q-contact embodiment. FIG. 4 is a block diagram showing the configuration and a flowchart for explaining the operation of the control unit. A...Motorcycle, 1...Front wheel (driven wheel), 2...
・Front wheel speed sensor (driven wheel speed sensor), 3... Rear wheel (driving wheel), 4... Rear wheel speed sensor (driving wheel speed sensor), B... Body frame, E... Engine, C.
...ill structure, 8...control unit, IO・
... Carburetor, 11... Throttle valve, 12... Servo motor. Applicant Honda Motor Co., Ltd.
Claims (1)
ンサをそれぞれ設け、上記従動輪速度センサによシ単両
速度をまた駆動輪速度センサによシ駆動輪回転速度をそ
れぞれ検出するとともに、上記各センサによシ検出され
た出力を演算して駆動輪のスリップ率を算出し、この算
出されたスリップ率に対応して車両の駆動力を制御する
制御機構を設けたことを特徴とする車輪のスリップ防止
装置。A driven wheel speed sensor is provided on the driven wheel, and a driven wheel speed sensor is provided on the driven wheel, and the driven wheel speed sensor detects the single speed, and the driven wheel speed sensor detects the driving wheel rotation speed. The vehicle is characterized by being provided with a control mechanism that calculates the slip rate of the driving wheels by calculating the outputs detected by each of the sensors and controls the driving force of the vehicle in accordance with the calculated slip rate. Anti-slip device for wheels.
Priority Applications (7)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57178692A JPS5968537A (en) | 1982-10-12 | 1982-10-12 | Slip preventive device for wheel |
| GB08326841A GB2130757B (en) | 1982-10-12 | 1983-10-07 | Anti-slip systems for wheeled vehicles |
| US06/540,427 US4554990A (en) | 1982-10-12 | 1983-10-07 | Anti-slip system for wheeled vehicle |
| AU20047/83A AU555165B2 (en) | 1982-10-12 | 1983-10-11 | Anti slip system |
| DE3337155A DE3337155C2 (en) | 1982-10-12 | 1983-10-12 | Anti-skid device for a vehicle running on wheels |
| FR8316220A FR2534198B1 (en) | 1982-10-12 | 1983-10-12 | SYSTEM FOR AVOIDING THE SKATING OF A DRIVE WHEEL ON A VEHICLE HAVING AT LEAST ONE DRIVE WHEEL AND ONE DRIVEN WHEEL |
| DE3348448A DE3348448C2 (en) | 1982-10-12 | 1983-10-12 | Motorcycle wheel slip prevention device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57178692A JPS5968537A (en) | 1982-10-12 | 1982-10-12 | Slip preventive device for wheel |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS5968537A true JPS5968537A (en) | 1984-04-18 |
Family
ID=16052875
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP57178692A Pending JPS5968537A (en) | 1982-10-12 | 1982-10-12 | Slip preventive device for wheel |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5968537A (en) |
Cited By (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS60128057A (en) * | 1983-12-14 | 1985-07-08 | Nissan Motor Co Ltd | Control method of preventing slip of power train |
| JPS61247831A (en) * | 1985-04-25 | 1986-11-05 | Mazda Motor Corp | Skid controller for car |
| DE3708063A1 (en) * | 1986-03-13 | 1987-09-24 | Nissan Motor | CONTROL DEVICE FOR A DIFFERENTIAL GEAR UNIT WITH A CONTROL DEVICE FOR AVOIDING THE RIDING OF WHEELS OF A MOTOR VEHICLE |
| JPS6331871A (en) * | 1986-07-28 | 1988-02-10 | Mazda Motor Corp | Slip controller for automobile |
| JPS6338062A (en) * | 1986-08-01 | 1988-02-18 | Mazda Motor Corp | Slip controller for automobile |
| JPS6435137U (en) * | 1987-08-27 | 1989-03-03 | ||
| US4873639A (en) * | 1986-03-04 | 1989-10-10 | Honda Giken Kogyo Kabushiki Kaisha | Traction control system for controlling slip of a driving wheel of a vehicle |
| US4989685A (en) * | 1985-10-11 | 1991-02-05 | Nissan Motor Company, Limited | Automotive traction control system with feature of selecting wheel slippage indicative parameter depending upon vehicle speed |
| US5009279A (en) * | 1985-10-11 | 1991-04-23 | Nissan Motor Company, Limited | Method and system for detecting wheel slippage |
| DE4136018A1 (en) * | 1990-10-31 | 1992-05-07 | Fuji Heavy Ind Ltd | SYSTEM FOR CONTROLLING THE POWER OF A MOTOR VEHICLE ENGINE |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS542449A (en) * | 1977-06-06 | 1979-01-10 | Teijin Ltd | Temperatre controll method of heated fluid in crimping process |
| JPS54136033A (en) * | 1978-04-12 | 1979-10-22 | Sanyo Electric Co Ltd | Slippage controller for vehicles |
| JPS5546494A (en) * | 1978-09-26 | 1980-04-01 | Rca Corp | Device for reducing effect of arccover of cathode ray tube |
-
1982
- 1982-10-12 JP JP57178692A patent/JPS5968537A/en active Pending
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS542449A (en) * | 1977-06-06 | 1979-01-10 | Teijin Ltd | Temperatre controll method of heated fluid in crimping process |
| JPS54136033A (en) * | 1978-04-12 | 1979-10-22 | Sanyo Electric Co Ltd | Slippage controller for vehicles |
| JPS5546494A (en) * | 1978-09-26 | 1980-04-01 | Rca Corp | Device for reducing effect of arccover of cathode ray tube |
Cited By (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS60128057A (en) * | 1983-12-14 | 1985-07-08 | Nissan Motor Co Ltd | Control method of preventing slip of power train |
| JPS61247831A (en) * | 1985-04-25 | 1986-11-05 | Mazda Motor Corp | Skid controller for car |
| US4989685A (en) * | 1985-10-11 | 1991-02-05 | Nissan Motor Company, Limited | Automotive traction control system with feature of selecting wheel slippage indicative parameter depending upon vehicle speed |
| US5009279A (en) * | 1985-10-11 | 1991-04-23 | Nissan Motor Company, Limited | Method and system for detecting wheel slippage |
| US4873639A (en) * | 1986-03-04 | 1989-10-10 | Honda Giken Kogyo Kabushiki Kaisha | Traction control system for controlling slip of a driving wheel of a vehicle |
| DE3708063A1 (en) * | 1986-03-13 | 1987-09-24 | Nissan Motor | CONTROL DEVICE FOR A DIFFERENTIAL GEAR UNIT WITH A CONTROL DEVICE FOR AVOIDING THE RIDING OF WHEELS OF A MOTOR VEHICLE |
| US4790404A (en) * | 1986-03-13 | 1988-12-13 | Nissan Motor Company, Limited | Control system for limited-slip differential gear unit associated with wheel-spinning preventive traction control system |
| JPS6331871A (en) * | 1986-07-28 | 1988-02-10 | Mazda Motor Corp | Slip controller for automobile |
| JPS6338062A (en) * | 1986-08-01 | 1988-02-18 | Mazda Motor Corp | Slip controller for automobile |
| JPS6435137U (en) * | 1987-08-27 | 1989-03-03 | ||
| DE4136018A1 (en) * | 1990-10-31 | 1992-05-07 | Fuji Heavy Ind Ltd | SYSTEM FOR CONTROLLING THE POWER OF A MOTOR VEHICLE ENGINE |
| US5459662A (en) * | 1990-10-31 | 1995-10-17 | Fuji Jukogyo Kabushiki Kaisha | System for controlling output of an automotive engine |
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