Slip control system for a vehicle

• US 5,000,281 A
• Filed: 03/28/1990
• Issued: 03/19/1991
• Est. Priority Date: 03/31/1989
• Status: Expired due to Term

• Current Assignee: Mazda Motor Corporation
• Original Assignee: Mazda Motor Corporation
• Inventors: Tsukahara, Yutaka, Tsuyama, Toshiaki, Nobumoto, Kazutoshi, Onaka, Toru
• Primary Examiner(s): Butler, Douglas C.
• Application Number:
  US07/500,721
• Time in Patent Office: 356 Days
• Field of Search: 180/197, 180/233, 180/244-250, 364/426.01, 364/426.02, 364/426.03, 364/424.1, 188/181 A, 188/181 C, 188/181 R, 188/181 T, 303/93, 303/109, 303/111, 303/100, 303/96, 303/102, 303/103, 303/110, 192/4 R, 192/4 A
• US Class Current: 180/197
• CPC Class Codes: B60K 28/165 acting on elements of the vehicle drive train other than the propulsion unit and brakes, e.g. transmission, clutch, differential acting on brakes B60T8/17
• CPC Class Codes: B60T 8/175 Brake regulation specially adapted to prevent excessive wheel spin during vehicle acceleration, e.g. for traction control safety devices for propulsion unit control responsive to, or preventing, skidding of wheels B60K28/16
• CPC Class Codes: B60T 8/48 connecting the brake actuator to an alternative or additional source of fluid pressure , e.g. traction control systems
• CPC Class Codes: B60W 2520/10 Longitudinal speed
• CPC Class Codes: F16H 2059/506 Wheel slip
• CPC Class Codes: F16H 59/54 dependent on signals from the brakes, e.g. parking brakes
• CPC Class Codes: F16H 61/0213 characterised by the method for generating shift signals

Abstract

When a slip value of the driven wheel of a vehicle on a road surface reaches a predetermined value, the braking force is applied to the driven wheel by way of slip control. The slip control by application of the braking force to the driven wheel is inhibited when the vehicle speed reaches a high speed above a predetermined vehicle speed.

Claims

1. A slip control system for a vehicle, comprising:

a braking force adjusting means for adjusting a braking force of a brake for a driven wheel;

a slip detecting means for detecting a slip value of the driven wheel on a road surface;

a brake control means for operating the brake by controlling the braking force adjusting means when the slip value detected by the slip detecting means reaches a a predetermined value;

a vehicle speed detecting means for detecting a vehicle speed; and

an inhibition means for inhibiting operation of the brake control means at the time of running at high speed at which the vehicle speed detected by the vehicle speed detecting means is equal to or greater than the predetermined value.

2. A slip control system as claimed in claim 1, wherein:

a transmission interposed between an engine and the driven wheel of the vehicle is an automatic transmission capable of implementing a shift on the basis of a predetermined shift characteristic; and

the predetermined shift characteristic comprises a first shift characteristic for ordinary running and a second shift characteristic for traction control;

wherein shift control of the automatic transmission is implemented on the basis of the second shift characteristic only when control is implemented by the brake control means.

3. A slip control system as claimed in claim 1, further comprising:

an automatic transmission interposed between an engine and the driven wheel of the vehicle;

a shift-characteristic storage means for storing the first shift characteristic for ordinary running and the second shift characteristic for traction control;

a shift-characteristic selecting means for selecting the second shift characteristic for traction control when control is implemented by the brake control means and for selecting the first shift characteristic for ordinary running when control is implemented by a control means other than the brake control means; and

a shift control means for controlling a shift of the automatic transmission on the basis of the shift characteristic selected by the shift-characteristic selecting means.

4. A slip control system as claimed in claim 3, wherein:

the first shift characteristic for ordinary running is set so as to shift between a lowest speed stage and a highest speed stage; and

the second shift characteristic for traction is set so as not to shift to the lowest speed stage.

5. A slip control system as claimed in claim 3, wherein the second shift characteristic is set so as to make its shift line located on a speed side lower than the first shift characteristic.

6. A slip control system as claimed in claim 3, further comprising a switching-condition setting means for setting a condition as a switching condition when the shift-characteristic selecting means selects the first shift characteristic from a state where the second shift characteristic is selected, a condition being such that an accelerator opening angle reaches substantially zero.

7. A slip control system as claimed in any one of claims 2 to 6, wherein the predetermined vehicle speed when operation of the brake is inhibited by the inhibition means is set as a vehicle speed which causes no downshifting on the basis of the shift characteristic for traction.

8. A slip control system as claimed in claim 1, wherein

a transmission interposed between an engine and the driven wheel of the vehicle is an automatic transmission capable of implementing a shift on the basis of a predetermined shift characteristic;

and

the predetermined vehicle speed when operation of the brake control means is inhibited by the inhibition means is set as a vehicle speed which causes no downshifting on the basis of the shift characteristic.

9. A slip control system as claimed in claim 1, further comprising:

a torque adjusting means for torque to be generated by an engine; and

an engine control means for reducing torque to be applied to the driven wheel by controlling the torque adjusting means when the slip value detected by the slip detecting means reaches a predetermined value or higher.

10. A slip control system as claimed in claim 1, wherein the brake control means subjects the braking force adjusting means to feedback control so as for the slip value of the driven wheel detected by the slip detecting means to reach a predetermined target value.

11. A slip control system as claimed in claim 1, further comprising:

a torque adjusting means for torque to be generated by an engine; and

an engine control means for subjecting the torque adjusting means to feedback control so as for the slip value detected by the slip detecting means to reach a predetermined first target value; and

wherein the brake control means subjects the braking force adjusting means to feedback control so as for the slip value of the driven wheel detected by the slip detecting means to reach a predetermined second target value which is set as a value different from the predetermined first target value.

12. A slip control system as claimed in claim 11, wherein wherein the first target value is set to a value smaller than the second target value.

13. A slip control system as claimed in claim 11, further comprising a second control means for reducing torque to be applied to the driven wheel temporarily by a predetermined decrement by controlling the torque adjusting means prior to the engine control mean, when the slip value detected by the slip detecting means reaches a value larger than a first judgment value which is set larger than both the first target value and the second target value.

14. A slip control system as claimed in claim 13, further comprising a third control means for reducing the torque to be applied to the driven wheel gradually by controlling the torque adjusting means prior to the engine control means when the slip value detected by the slip detecting means does not become smaller than a second judgment value which is set as a value smaller than the first judgment value even if a predetermined period of time elapsed after start of control by the second control means.

15. A slip control system as claimed in claim 14, further comprising a fourth control means for raising the torque to be applied to the driven wheel by a predetermined increment by controlling the torque adjusting means prior to the engine control means when the slip value of the driven wheel detected by the slip detecting means is reduced to the second judgment value.

16. A slip control system as claimed in claim 13, wherein control by the engine control means starts after the end of the control by the second control means.

17. A slip control system as claimed in any one of claims 13 to 16, wherein the first target value is set as a value which is smaller than the second target value.

18. A slip control system as claimed in claim 17, wherein the second judgment value is set as a value which is smaller than the second target value.

19. A slip control system as claimed in claim 1, further comprising an ABS control means for implementing an anti-lock control for preventing the wheel from locking with respect to a road surface by controlling the braking force adjusting means when the braking force is applied to the wheel by manual operation;

wherein control of the braking force adjusting means by the brake control means is implemented through the ABS control means.

20. A slip control system as claimed in claim 19, wherein the braking force adjusting means is controlled in accordance with a signal for requiring braking prior to the anti-lock control when the signal for requiring braking is transferred from the brake control means to the ABS control means.

21. A slip control system as claimed in claim 19, wherein the ABS control means controls the braking force adjusting means on the basis for requiring braking from the brake control means only when no anti-lock control is implemented.

22. A slip control system as claimed in claim 14, wherein:

control by the second control means is implemented only prior to start of control by the engine control means and control by the third control means is implemented only prior to start of control by the engine control means; and

wherein control by the second and third control means is inhibited during control by the engine control means.

23. A slip control system as claimed in claim 13, wherein a control amount by the second control means is set on the basis of a friction coefficient μ

on a road surface.

24. A slip control system as claimed in claim 15, wherein a control amount by the fourth control means is set on the basis of a friction coefficient μ

on a road surface.

25. A slip control system as claimed in claim 1, wherein either of front wheels or rear wheels is driven wheels and the other is undriven wheels;

and

the slip detecting means calculates the slip value of the driven wheel on the basis of a speed of revolutions of the undriven wheel and a speed of revolutions of the driven wheel.

26. A slip control system as claimed in claim 19, further comprising a lock value detecting means for detecting a lock value of the driven wheel with respect to a road surface;

wherein the ABS control means subjects the braking force adjusting means to feedback control so as for the lock value of the driven wheel detected by the lock value detecting means to reach a predetermined target value.

27. A slip control system as claimed in claim 26, wherein either of front wheels or rear wheels is driven wheels and the other is undriven wheels;

and

the lock value detecting means calculates the lock value of the driven wheel on the basis of a speed of revolutions of the undriven wheel and a speed of revolutions of the driven wheel.