Wheel slip control system

• US 4,722,411 A
• Filed: 12/26/1985
• Issued: 02/02/1988
• Est. Priority Date: 12/28/1984
• Status: Expired due to Fees

• Current Assignee: Toyota Jidosha Kabushiki Kaisha (Toyota Motor Corporation)
• Original Assignee: Toyota Jidosha Kabushiki Kaisha (Toyota Motor Corporation)
• Inventors: Nakamura, Kazumasa, Nogami, Takahiro, Ohashi, Kaoru
• Primary Examiner(s): Love, John J.
• Assistant Examiner(s): Diederiks, Jr., Everett G.
• Application Number:
  US06/813,523
• Time in Patent Office: 768 Days
• Field of Search: 180/197, 180/279, 180/282, 180/284, 123/319, 123/323, 123/336, 123/376
• US Class Current: 180/197
• CPC Class Codes: B60K 28/16 responsive to, or preventing, skidding of wheels brake control systems for vehicle drive stability B60T8/1755; arrangements responsive to a speed condition for adjusting wheel braking force B60T8/32; control of vehicle driving stability otherwise than by controlling the propulsion unit only B60W30/02; preventing wheel slippage by reducing power in rail vehicles B61C15/00

Abstract

A wheel slip control system has a vehicle speed detector for detecting a running speed of a vehicle; a driving wheel rotating condition detector for detecting an actual driving wheel rotating speed of the vehicle and the acceleration thereof; an advance driving wheel speed computer for calculating an advance driving wheel speed using as parameters the above actual driving wheel rotating speed and acceleration thereof; a second throttle valve provided in an intake passage in a position upstream or downstream of the position where a first throttle valve interlocked with a vehicle accelerator pedal is located; a driver for opening and closing the second throttle valve; and an opening/closing controller for determining a target throttle position on the basis of the detected vehicle running speed and the advance driving wheel speed and controlling the driver so that an actual throttle position of the second throttle valve approaches the above target throttle position. According to above-mentioned characteristics, it is possible to attain superior acceleration and controllability, and the air fuel ratio and fuel consumption are held in a good condition.

Claims

1. A wheel control system comprising:

vehicle speed detecting means for detecting a vehicle running speed;

driving wheel rotating condition detecting means for detecting an actual driving wheel rotating speed of a vehicle and an acceleration thereof;

advance driving wheel speed computing means for calculating an advance driving wheel speed using as parameters said actual driving wheel rotating speed and acceleration;

a throttle valve provided in an engine intake passage;

drive means for opening and closing said throttle valve; and

opening/closing control means for determining a target throttle position based on said detected vehicle running speed and said advance driving wheel speed, and for controlling said drive means so that (a) an actual throttle position of said throttle valve approaches said target throttle position, and (b) said advance driving wheel speed falls under an optimum range, said opening/closing control means including;

upper limit and lower limit setting means for setting upper and lower limit values using said vehicle running speed as a parameter, said upper and lower limit values defining a range for comparison with said advanced driving wheel speed,

mode setting means for setting an opening mode when said advance driving wheel speed becomes lower than said lower limit value, setting a closing mode when said advance driving wheel speed exceeds said upper limit value, and setting a holding mode in the other speed range than that set above, and

target throttle position initializing means for (1) determining a stand-by speed on the basis of said vehicle running speed and upon an increase of said advance driving wheel speed in excess of said stand-by speed, (2) setting an actual throttle position at a position moved by a predetermined value from a fully open position in the opening mode, and (3) setting the actual throttle position at a position moved by a predetermined value from a fully closed position in the closing mode.

2. A wheel slip control system according to claim 1, wherein said opening/closing control means includes actual throttle position control means for executing control so that in the opening mode an actual throttle position relative to a fully open position moves towards the fully open side, and so that in the closing mode said actual throttle position moves toward a fully closed side, and so that in the holding mode said actual throttle position is held as it is.

3. A wheel slip control system according to claim 1, wherein said openin/closing control means further includes target throttle position setting means for (1) setting a target throttle position in the opening mode at a position closer to a fully open position than a target throttle position in the closing mode, (2) in the closing mode, setting a target throttle position at a position obtained by moving a previous target throttle position toward the fully open side by a predetermined value, and (c) in the holding mode or opening mode, setting a target throttle position at a position obtained by moving a target throttle position in the previous holding mode or opening mode by a predetermined value.

4. A wheel slip control system according to claim 3, wherein said predetermined value in the closing mode in said target throttle position setting means is set in proportion to the difference between the advance driving wheel speed and the lower limit value in the previous opening mode, and likewise said predetermined value in the holding mode or opening mode is set in proportion to the difference between the advance driving wheel speed and the upper limit value in the previous closing mode.

5. A wheel slip control system according to claim 4, wherein said drive means includes a DC motor said DC motor being adapted to receive a signal from said opening/closing control means, generate an armature current in accordance with said signal, control opening or closing of said throttle valve using said armature current as a driving force, generate in the opening mode an armature cufrent in proportion to the difference between the target throttle position and the actual throttle position, set in the closing mode an armature current in proportion to the difference between the target throttle position and the actual throttle position, then set an armature current to a predetermined value when the target throttle position in the holding mode or opening mode is equal to the actual throttle position and to a predetermined value when the target throttle position in the closing mode is equal to the actual throttle position, the latter predetermined value being larger than the former predetermined value.