JPS5982544A - Wheel slip control device - Google Patents
Wheel slip control deviceInfo
- Publication number
- JPS5982544A JPS5982544A JP19281082A JP19281082A JPS5982544A JP S5982544 A JPS5982544 A JP S5982544A JP 19281082 A JP19281082 A JP 19281082A JP 19281082 A JP19281082 A JP 19281082A JP S5982544 A JPS5982544 A JP S5982544A
- Authority
- JP
- Japan
- Prior art keywords
- wire
- throttle
- wheel
- rotation speed
- revolutions
- 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
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
- F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
-
- 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)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
Description
【発明の詳細な説明】
本発明は、駆動輪の路面に対するスリップ、？ｖｔを最
）Ｓ Ｉｉｉ’ｊにコントロールすることができる車輪
のスリップ制御装置１・ｔに関する。DETAILED DESCRIPTION OF THE INVENTION The present invention provides a method for preventing slippage of the driving wheels on the road surface. The present invention relates to a wheel slip control device 1.t which can control Vt to the maximum) S Iiii'j.
悪路、泥辱路、雪路等における走行を考慮、して、近年
、６独車両においては、走行性の向上を目ざすべく、エ
ンジン関係および車体フレーム関係の両面から、１重々
の改良が進められているが、車輪の回転力を走行力に効
率よく変換するためのタイヤトラクションの有効利用と
いう点では、タイヤリブパター、・ンの工夫によってか
なり改良さｎ、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＾ｊｌ
、ｌ ＱｊＪ ’ｍの免転により燃５計の而で不イーリ
になっていることが多いＯ
なお、定速走行時にも、駆動輪の賂１Δ１に対するスリ
ップ、計を元金に零とすることは１プめてし）１雌であ
り、正富な走行といえる状態におけるスリップ−徘がＱ
適のスリップ祉と見なすことがでＡる。Taking into consideration driving on rough roads, muddy roads, snowy roads, etc., in recent years six German vehicles have undergone repeated improvements in terms of both the engine and the body frame in order to improve driving performance. However, in terms of the effective use of tire traction to efficiently convert the rotational force of the wheels into running power, it has been considerably improved by the innovation of tire rib putters. Due to the occurrence of tire slip, it cannot necessarily be said that tire traction is being effectively utilized to the maximum extent. For this reason ^jl
,l QjJ'm's exemption often causes the fuel meter to become unreliable.O In addition, even when driving at a constant speed, the slip and total amount for the drive wheel's torque of 1Δ1 should be considered zero in the principal amount. (1 pup) 1 female, slip-wandering in a state that can be called Masatomi driving is Q
It can be regarded as a proper slippage.
本発明は上記吊悄に鑑みてなされたもので、駆動輪の路
面に対するスリップ計を最近値をこコントロールして、
安定した最適加速ライ諺ることができ、これ（こより駆
４１Ｉ輪の無駄な空転をπ（＜シて・纒ｊｆ Ｇ）向上
を図ることができるととも（こ、悪路、泥障路、雪路等
での走行性の向上を図ることができる車輪のスリップ１
ｔＩＩＩ御装置を・提供することを目的とし、そのｌ除
黴とするところは、従動輪と縞動構との回１１瓢故を伏
出し、こイ］ら恢出した両回転数の比が一定の１直から
ずイ１．た時にそのずれＤ（こ応動してスロットルを１
１８閉操作させるスロットル操作手段を設けた点にある
〇
以下、不発１刀の一ヅウ〃【ス例を第１１菌〜第３図を
参照して垢、明する。第１図は本発明を自動二車輪に適
用したレリを示ず〆ｉであって、図中符号１は前輪（従
動輪）１，２は後輪（忠曖１輪）、３は気化器。The present invention has been made in view of the above-mentioned trepidation, and it controls the recent value of the slip meter of the driving wheels relative to the road surface.
It is possible to achieve a stable and optimal acceleration lie, and this can improve the unnecessary spinning of the 41I wheels. Wheel slip 1 that can improve driving performance on snowy roads, etc.
The purpose of this is to provide a tIII control device, and for its purpose of mold removal, the ratio of the rotational speeds of the driven wheel and the striped movement mechanism is disclosed, and the ratio of the rotational speeds of the two is determined from Certain 1 straight lines 1. When the difference D (reacting to this, the throttle is
18 The point is that a throttle operating means is provided for closing operation. Hereinafter, an example of an unexploded sword will be explained with reference to No. 11 to Fig. 3. Fig. 1 shows a vehicle in which the present invention is applied to a motorcycle; in the figure, reference numeral 1 is a front wheel (driven wheel) 1, 2 is a rear wheel (one wheel), and 3 is a carburetor. .
４はスロットルグリップ、５は後述するスロットルｊ・
１１・作（ｆ、５□ケである。4 is a throttle grip, and 5 is a throttle j.
11・Saku(f, 5□ke).
［）１１輪１の車軸１ａ（こは重相１の回転、改を４（
ｉ出するｌＩ８！転λＱ＋′：ｉミ出（０樋６が設けら
イ１ている。回１：１７バ姻１々ｉｊ ；茎部６にはワ
イヤー７の一２ｉ：ｉｉがくむ元され、このｒツイヤ−
７の他；；ｉｌｉはいくつかのギアが噛み合わさイ１て
なるワイヤー回転速度調整イ幾栴８の入力側に１ｉ′：
１．ｉ；さイ１ていイ）。さらに、ワイヤー回転近い４
１個整イｔｋ 、＋、ｌＩｉ ８ ｖ （１ｊ力？＋＋
１ｉｉｃＬｆワイ＋−９１） ９８ｂ５ｍＭｉすｔｌ
、、このワイヤー９の他端は１ＪｆＪ ６己スロットル
慄作様構５に佐メ」（４−るように扱絖されている。そ
して、前輪１の回転数は回転認検出機、Ｒ＃ ６により
挽出されてワイヤー７の回転、斥ｊ現Ｌ−とじて出力さ
（７４、さらにこのワイヤー７の回転（オワイヤー回転
速１（、〔調３ｆ機構８によって適五減連さイ１．た後
、ワイヤー９を介してスロットル操作４ａｌｌ’７５に
伝達されるよう（こなっている。[) 11 Wheel 1 axle 1a (This is the rotation of heavy phase 1, change is 4 (
i issue lI8! Rotation λQ+': i exit (0 gutter 6 is provided. time 1:17 gutter 1 ij; wire 7 i:ii is connected to the stem 6, and this r trough 6 is provided.
In addition to 7;; ili is a wire rotation speed adjustment mechanism made up of several gears meshing together; 1i' on the input side of 8;
1. i; sai 1 teii). In addition, the wire rotation is close to 4
1 piece complete tk, +, lIi 8 v (1j force?++
1iicLfY+-91) 98b5mMistl
,,The other end of this wire 9 is handled as shown in 1JfJ 6's throttle mechanism 5.The rotation speed of the front wheel 1 is determined by the rotation detection device, R# 6. The rotation of the wire 7 is output as a result of the rotation of the wire 7 (74), and the rotation of the wire 7 (the rotation speed of the wire 7 is 1 (), and the rotation speed of the wire 7 is reduced by 1. Afterwards, it is transmitted to the throttle operation 4all'75 via the wire 9.
一方、後輪２の車軸２ａには後輪２の回転数を検出する
回転数４更出（幾構１０が（蒙けらｔｌており、この回
転数検出Ｊｌザ構１０は、重犯回転（λ検出べμ栴６と
向イ予に、ワイヤー１１．ワイヤー回転速１川計４’、
：’；’ｉ Ｍ ＜Ａ １２ ａ ヨＣ） ワイヤｔ
３６ 介Ｌ／ テ＋ｊｉ１６１２ スロットル縁作察購
５に後述するように接続されている。そして、後’！’
：、Ｊ２の回転θは回転９７ズ（炙出イラＣ（１０によ
り検出されてワイヤー１１の回転速Ｊ■；４ｉ：とじて
出力され、さら（ここのワイヤー１１の回転はワイヤー
回転速度６°４整僚４ｉ；’＞ １２によって、Ｊ有酸
ｙ１ｈされた後、ワイヤー１３を介してスロットル操作
イ、゛之（７ｔ５に伝達さオフるようｔこなっている。On the other hand, on the axle 2a of the rear wheel 2, there is a rotation speed sensor 10 for detecting the rotation speed of the rear wheel 2. Detection target 6 and wire 11.Wire rotation speed 1 river total 4',
:';'i M <A 12 a YoC) Wire t
36 Interchange L/TE+JI1612 It is connected to the throttle control section 5 as described below. And after'! '
:, the rotation θ of J2 is output as 97 degrees (detected by the roasting ira C (10 and the rotation speed J of the wire 11; 4i: the rotation speed of the wire 11 is 6 degrees); After the engine is turned off by the 4th marshal 4i;'> 12, the throttle operation is transmitted via the wire 13 to the 7t5.
なお、ワイヤー回転速度調整１は向８のワイヤー７に対
するｄ（、速比と、ワイヤー回転運Ｉ規１、・？・１整
（辰（ｉ’；１２のワイヤー１１に対する減之比との實
ｕ合は、単１や几行崇件に応じて７：ケ適のｍｉ、 （
この値は後輪２の路面に対する最適スリップ−ｉ、＋Ｉ
ｉ：に相当し、例えば１：１．１あるいは１：１．１５
等）に設定さｔ１５でいる。すなわち ６ｉ、’−、ｊ
、／＞ ２の路面（こ対するスリップ甘が最適値である
ときｆこは、前輪１の１！Ｔ１１転数と後輪２の回転数
の比が、ワイヤー回転速度調整機構８と１２による減速
比の相互割合【こ等しくなっており、ワイヤー９．１３
が同じ速度で回転するようになっている。また、ワイヤ
ー９は４０図中矢印八へ向から見て時計方向に、またワ
イヤー１３は矢印入方向から見て反時計方向にそイ１ぞ
ｆｌ、回転するようになっている。In addition, the wire rotation speed adjustment 1 is the actual result of the speed ratio d(, speed ratio for the wire 7 in the direction 8) and the reduction ratio for the wire 11 in the wire rotation operation I (i'; 12). The u combination is 7: ke suitable mi, (
This value is the optimum slip of rear wheel 2 on the road surface -i, +I
Corresponds to i:, for example 1:1.1 or 1:1.15
etc.) is set at t15. i.e. 6i,'-,j
, //> 2 road surface (when the slip strength for this is the optimum value), the ratio of the 1!T11 rotation speed of the front wheel 1 to the rotation speed of the rear wheel 2 is reduced by the wire rotation speed adjustment mechanisms 8 and 12. The mutual ratio of the ratio [this is equal, the wire 9.13
are set to rotate at the same speed. Further, the wire 9 is configured to rotate clockwise when viewed from the direction of arrow 8 in FIG. 40, and the wire 13 is rotated by 1 fl in a counterclockwise direction when viewed from the direction of the arrow.
前Ｈ己スロットル操作砲破５について説明すると、第２
図に示すように１４は外ケースで、その内部には内ケー
ス１５が９１中上下方向に移ψり自在に配設さイ１てい
る。内ケース１５の上部にはワイヤー１６の一端が固定
的に取付けられ、このワイヤー１６の他−ｉｉ ｉ１１
’！は外ケース１４の開口１４ａ７ｉ−通過した俵、゛
スロットルグリップ４に連結されている。To explain about the previous H self-throttle operation gun explosion 5, the second
As shown in the figure, reference numeral 14 denotes an outer case, and an inner case 15 is disposed inside the outer case 91 so as to be movable in the vertical direction. One end of a wire 16 is fixedly attached to the upper part of the inner case 15, and the other end of the wire 16-ii i11
'! is connected to the opening 14a7i of the outer case 14 through which the bale passes, and the throttle grip 4.
また、内ケース１釧こはカラー１７．１８を介してかさ
歯車１９，２０がそれぞわ同軸状にかつ回転自在番こ支
持されており、こｆ″１７らかさ歯車１９゜２０には差
動歯車２１，２２がそれぞれ同軸状（こ噛合されている
。差動両市２１．２２には軸２３゜２４が一体的に設け
られており、これらの軸２３゜２４は円板２５に一体的
に設けられた軸支持部２６．２７にそれぞれ回転自在ｆ
こ支持されている。In addition, the inner case 1 has bevel gears 19 and 20 coaxially and rotatably supported through collars 17 and 18. The moving gears 21 and 22 are coaxial (in-meshing), respectively. The differential gears 21 and 22 are integrally provided with shafts 23 and 24, and these shafts 23 and 24 are integrally connected to the disc 25. Rotatable f
This is supported.
また、円板２５は、かさ歯車１９，２０に同軸状に配さ
れた軸２８（こより［９１転自在に支持されている。そ
して、前記歯車１９，２０，２１．２２および円板２５
によって差動機構２９がパ・−成さねている。Further, the disc 25 is rotatably supported by a shaft 28 (91) disposed coaxially with the bevel gears 19, 20.
This causes the differential mechanism 29 to fail.
かさ歯車１９には、外ケース１４の開口１４ｂを通過し
たＭＩＪ記ワビワイヤー９端が同軸状（こかつ固定的に
数句けられ、またかさ歯車２０には外ケース１４の１−
丙口１４ｃをＪ６ユ過した１舟４己ワイヤー１゛３の他
端が同軸状ｆこかつ固定的）こ取付けら１１ている。The bevel gear 19 has an end of the MIJ wabi wire 9 that has passed through the opening 14b of the outer case 14 coaxially (with several fixed ends), and the bevel gear 20 has an end of the MIJ wabi wire 9 that has passed through the opening 14b of the outer case 14.
The other end of the wire 1'3, which passed through the J6 port 14c, is attached coaxially and fixedly.
また、円板２５の外周部近傍には０釧３図に示すように
ワイヤー３０の一端が固定的に取付けられ、このワイヤ
ー３０の他端は内ケース１５の開口１５ａおよび外ケー
ス１４の開口１４ｄを通過した後、スロットルバルフ゛
３１ｉこ連λ吉されている（第１は（冷熱）。Further, one end of a wire 30 is fixedly attached near the outer periphery of the disk 25 as shown in FIG. After passing through the throttle valve 31i, the first one is (cold/hot).
なお、上ｉ、〔：スロットル操作機構５について補足ｉ
ｉす４明を加えると、３２はナツト、３３は円板２５の
一１ｉｊｌに形成さイ９．たワイヤ巻回用環状突出部で
ある。また、前；１己外ケース１４の開口１４ｂおよび
１４Ｃの長さｌは、スロットルグリップ４（こよってワ
イヤー１６がｊ！゛〃作さイ１．る際、内ケース１５と
ともに上’Ｆ ｔｉｄ〕するワイヤー９，１３が外ケー
ス１４（こ干渉しないＩｉｔ’ｊ ｆこ設定されている
。In addition, above i, [: Supplementary information regarding the throttle operation mechanism 5
By adding 4 lights, 32 is formed at the nut and 33 is formed at one side of the disk 25.9. This is an annular protrusion for winding wire. In addition, the length l of the openings 14b and 14C of the outer case 14 is the same as the length l of the openings 14b and 14C of the outer case 14 (thus, when the wire 16 is connected to the upper part of the inner case 15 together with the inner case 15) The wires 9 and 13 are set so that they do not interfere with the outer case 14.
次（こ、上記スリップ制御装置の作動について説明する
。Next, the operation of the slip control device will be explained.
（１）後輪２の路面に対するスリップ量が最適値である
場合には、後輪２と）ｊ１１輪ｌとの回転数の比率が、
ワイヤー回転速を灰Ａ＠整（燻構１２と８との減速比の
ＡＩ互割合に等しく、ワイヤー１３と９とはそイ］、ぞ
れ互いｆこ逆方１ｉｉＪ ｆこ’？？’ｙＭ回転し、か
さ図車１９と２０とはそわぞれ逆方向に等速回転するか
ら、ン脅山力歯車２１．２２はそのｊ易で自転するだけ
であって、円板２５に回転力は加わらず、同円板２５は
ｖｒＰ止状！♂、す（こ保たわる。結局、自ωノスロッ
トル操作機倶５によるスロットルバルブ３１Ｌｙ）開度
調整は行わｎない。(1) When the amount of slip of the rear wheel 2 with respect to the road surface is the optimum value, the ratio of the rotation speed of the rear wheel 2 and the wheel )j11 is
Set the wire rotation speed to the same ratio (equal to the AI reciprocal ratio of the reduction ratio of smoke structures 12 and 8, and the same for wires 13 and 9), respectively. Since the umbrella wheels 19 and 20 each rotate at a constant speed in opposite directions, the force gears 21 and 22 simply rotate on their own axis, and there is no rotational force on the disc 25. Therefore, the disc 25 remains in the vrP stop state.In the end, the opening of the throttle valve 31Ly is not adjusted by the self-ω throttle operating device 5.
（１１）後輪２の路面に対するスリップ量が最適値より
も大きい場合（こは、俵・輪２と前Ｊ反目との回転ン攻
の比率がＨ適値よりも６もく、従って第３図中矢印八方
向からみたワイヤー１３の反時計方向の回転速度がワイ
ヤー９の時計方向の回転速度よりも１、（（、この速ｊ
現差をこ応して差動歯車２１．２２は、目礼−一しなか
ら軸２８を中心として反１１；７ ｉ寸方向に回動じ（
第１図中矢印Ｃ方回）、これに伴い円板２５が同方向に
回動して、ワイヤー３０を介してスロットルバルブ３１
の開ｇｆ：、を下げ、Ｉ＆輪馳駆動力減少させる。すな
わち、スロットルグリップ４がある位置に保持されてい
るにもかかわらず、スロットル操作俄構５が自動的に作
動むしてスロットルバルブ３１の開度を下げて、後輪２
の路１ｉｉｊ ｉこ対するスリップ量を最適値昏こ近づ
けるよう調整するのである。(11) When the amount of slip of the rear wheel 2 on the road surface is larger than the optimum value (in this case, the ratio of rolling attack between the bale/wheel 2 and the front J conflict is 6 times higher than the H optimum value, so the third The counterclockwise rotational speed of the wire 13 as seen from the eight directions of the arrows in the figure is 1, ((, this speed j
In response to the current difference, the differential gears 21 and 22 are rotated in the anti-11;
(in the direction of arrow C in FIG. 1), the disc 25 rotates in the same direction, and the throttle valve 31
Open gf: lowers the I & wheel drive force. In other words, even though the throttle grip 4 is held at a certain position, the throttle operation mechanism 5 automatically operates to lower the opening degree of the throttle valve 31 and move the rear wheel 2.
The slip amount for each path is adjusted so as to bring it closer to the optimum value.
（Ｉｌｌ） 後輪２の路面（こ対するスリップ量が最
適（ｉｆよりも小さい場合１こは、後輪２と前輪１との
回転数の比率が〕♂適値よりも低く、従って第１図中矢
印人方向からみたワイヤー９の時計方向の回転速度がワ
イヤー１３の反時計方向の回転速度よりも早く、この速
度差に応じて差動歯車２１，２２は自転しながら、軸２
８を中心として反時計方向に回動しく第３図中矢印り方
向）、これに伴い円板２５がＪｉＴＪ方向に回動してワ
イヤー３０を介してスロットルバルブ３１０開Ｖを上げ
、後輪部ｆ！＋力を増大さぜる。すなわち、スロットル
グリップ４がある位ばに保持されているにもかかわらず
、スロットル操作機構５が自動的に作動してスロットル
バルブ３１の開度合上げて、後輪２の路面に対するスリ
ップ逍を最適値に近づけるよう調整するのである。(Ill) If the amount of slip of the rear wheel 2 against the road surface is optimal (if smaller than 1, then the ratio of the rotational speed of the rear wheel 2 and the front wheel 1 is lower than the optimal value), therefore, as shown in Figure 1. The clockwise rotational speed of the wire 9 as viewed from the direction of the person shown by the middle arrow is faster than the counterclockwise rotational speed of the wire 13, and the differential gears 21 and 22 rotate on their own axis according to this speed difference.
8 in the counterclockwise direction (in the direction of the arrow in FIG. f! + Increase power. That is, even though the throttle grip 4 is held at a certain level, the throttle operating mechanism 5 automatically operates to increase the opening degree of the throttle valve 31 to adjust the slippage of the rear wheel 2 to the road surface to an optimum value. Adjust it to get closer to .
上述の差ａＪｂ機横２９によるスロットル操作機構５は
、例えば前＠１．後輪２の回転差により差動するサーボ
モータによりてスロットルバルブ開度の＃Ａ整を行う機
構等に比べ、スロットルバルブの応答性が良いため、精
度よくスリップ開−を行うことができる。The throttle operation mechanism 5 based on the above-mentioned difference aJb machine side 29 is, for example, the front @1. Compared to a mechanism that adjusts the #A throttle valve opening using a servo motor that operates differentially based on the difference in rotation between the rear wheels 2, the throttle valve has better responsiveness and can perform slip opening with high precision.
加えて、後輪２の路面に対する最適スリップ量の設定を
変えたい場合には、ワイヤー回転速度調整機構８，１２
内の歯車の組み合わせを変えること（こより、芥易に対
処することができる。In addition, if you want to change the setting of the optimal slip amount of the rear wheels 2 on the road surface, the wire rotation speed adjustment mechanism 8, 12
By changing the combination of the gears inside, you can deal with the problem of waste.
なお、上記実施例においては、回転数検出機構６．１０
とスロットル操作機構５との間にそれぞれワイヤー回転
速ＩＷ調整機構８，１２を設けているが、これらワイヤ
ー回転速度調整機構８，１２を設けずに、各回転数検出
機構６．ｌＯにおいてそれぞれ所定の減辻比で回転を取
出して、ワイヤー９または１３に直接伝達するようにし
てもよい。In addition, in the above embodiment, the rotation speed detection mechanism 6.10
Although wire rotational speed IW adjustment mechanisms 8 and 12 are provided between the wire rotational speed IW adjustment mechanisms 8 and 12, respectively, between the wire rotational speed adjustment mechanisms 8 and 12 and the throttle operation mechanism 5, each rotational speed detection mechanism 6. It is also possible to extract the rotation in each case at a predetermined cross-cut ratio and transmit it directly to the wires 9 or 13.
また、上記実施例においては、本発明が自動二輪車に適
用した例について説明したが、こむに限られることなく
、自動車にも適用可能である。Further, in the above embodiments, an example in which the present invention is applied to a motorcycle has been described, but the present invention is not limited to motorcycles, and can also be applied to automobiles.
以上説明したように、本発明によｎ、ば、従動輪と駆ｗ
Ｊ輪の回転数を検出し、これら画凪の比率に基づいて、
スロットル操作手段により自動的（こスロットル操作を
行うようにしているから、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イＵることができる。また
、同様な理由によって従来加速時等駆動輪と路面とが必
要以上にスリップする際運転者が行っていた倣妙なスロ
ットル操作（こよるエンジン出力の調Ｖ：を省くことか
でを、加速時の操作性が向上する。さらｔこ、後輪の路
面に対するスリップ量を最適に仰えることによってエン
ジンの無駄な吹き上がりをなくすることができるため、
燃費が向上する等の優わた効果を有する。As explained above, according to the present invention, the driven wheel and the driving wheel are
Detect the rotation speed of the J wheel, and based on the ratio of these lulls,
Since the throttle operation is performed automatically by the throttle operation means, it is possible to maximize tire traction and achieve stable acceleration performance.Also, for the same reason, conventionally when accelerating, the drive wheel By eliminating the strange throttle operation that the driver had to make when the vehicle and the road surface were slipping more than necessary (adjustment of the engine output), the operability during acceleration was improved. By optimizing the amount of slip of the rear wheels relative to the road surface, it is possible to eliminate unnecessary engine revving.
It has excellent effects such as improved fuel efficiency.
笛１図は本発明の一犬施Ｆｌの概略４；イ成を示すシ１
、第２し１は第１図の要部の拡大図、；４３図は第２図
のト１線に沿う断面図である。
１・・・・・・）ｇｔｌ翰（従動輪）、２・・・・・・
後＠（駆ｖＪ松）、３・・・・・・気化器、４・・・・
・・スロットルグリップ、５・・・・・・スロットル操
作機檜、６，１０・・・・・・回転数検出様構、７，９
，１１．１３・・・・・・ワイヤー、８．１２ワイヤ一
回転速度調整機構、２９・・・・・・差Ｕ俵構。Fig. 1 shows a schematic diagram of the one-dog service Fl of the present invention;
, 2-1 is an enlarged view of the main part of FIG. 1, and FIG. 43 is a cross-sectional view taken along the line T1 of FIG. 2. 1...) GTL wheel (driven wheel), 2...
After @ (Kaku vJ Matsu), 3... vaporizer, 4...
...Throttle grip, 5...Throttle operating mechanism hinoki, 6,10...Rotation speed detection structure, 7,9
, 11.13...Wire, 8.12 Wire one rotation speed adjustment mechanism, 29...Difference U straw structure.
Claims (1)
１危の輪の回転数を検出する駆動用回転数検出手段と、
これら両検出手段により検出される従−１縮の回転数と
駆ｉ酌輪の回転〈りの比が一定の値からず才また時（こ
そのず２１四ｌ： ｆこ応／ＩＩてスロ・ントルを１Ｊ
ｉ１閉操作させるスロットル操作手段とを備えたことを
ｌ特徴♂する止杆９のスリップＩｔｉｉ制御装置友。a driven wheel rotation speed detection means for detecting the rotation speed of the driven wheel;
Driving rotation speed detection means for detecting the rotation speed of the first critical wheel;
The ratio between the number of revolutions of the slave gear and the rotation of the drive wheel detected by both of these detection means is not a constant value;・1J
A slip control device with a stop rod 9, which is characterized by being equipped with a throttle operation means for operating the I1 closing operation.
Priority Applications (7)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP19281082A JPS5982544A (en) | 1982-11-02 | 1982-11-02 | Wheel slip control device |
| GB08328217A GB2129975B (en) | 1982-10-27 | 1983-10-21 | Anti-slip apparatus for wheeled vehicle |
| US06/544,575 US4545455A (en) | 1982-10-27 | 1983-10-24 | Anti-slip apparatus for wheeled vehicle |
| AU20543/83A AU555863B2 (en) | 1982-10-27 | 1983-10-25 | Wheel slip sensing device |
| CA000439790A CA1201657A (en) | 1982-10-27 | 1983-10-26 | Anti-slip apparatus for wheeled vehicle |
| DE19833339020 DE3339020A1 (en) | 1982-10-27 | 1983-10-27 | SPIN PREVENTION DEVICE FOR A VEHICLE ON WHEELS |
| FR8317433A FR2535263A1 (en) | 1982-10-27 | 1983-10-27 | Device for preventing the wheels of a vehicle from skidding |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP19281082A JPS5982544A (en) | 1982-11-02 | 1982-11-02 | Wheel slip control device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS5982544A true JPS5982544A (en) | 1984-05-12 |
Family
ID=16297361
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP19281082A Pending JPS5982544A (en) | 1982-10-27 | 1982-11-02 | Wheel slip control device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5982544A (en) |
Cited By (3)
| 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 |
| JPS60128055A (en) * | 1983-12-14 | 1985-07-08 | Nissan Motor Co Ltd | Control method of preventing slip of power train |
| JP2009174516A (en) * | 2007-09-18 | 2009-08-06 | Yamaha Motor Co Ltd | Straddle type vehicle |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5135974A (en) * | 1974-09-20 | 1976-03-26 | Mitsubishi Heavy Ind Ltd | Kozai mokuzaisonotakoreranoruijibutsupin no hansorainniokeru ichigimesochi |
-
1982
- 1982-11-02 JP JP19281082A patent/JPS5982544A/en active Pending
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5135974A (en) * | 1974-09-20 | 1976-03-26 | Mitsubishi Heavy Ind Ltd | Kozai mokuzaisonotakoreranoruijibutsupin no hansorainniokeru ichigimesochi |
Cited By (3)
| 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 |
| JPS60128055A (en) * | 1983-12-14 | 1985-07-08 | Nissan Motor Co Ltd | Control method of preventing slip of power train |
| JP2009174516A (en) * | 2007-09-18 | 2009-08-06 | Yamaha Motor Co Ltd | Straddle type vehicle |
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