Slip control system for a vehicle

• US 5,022,483 A
• Filed: 06/26/1990
• Issued: 06/11/1991
• Est. Priority Date: 06/29/1989
• Status: Expired due to Fees

• Current Assignee: Mazda Motor Corporation
• Original Assignee: Mazda Motor Corporation
• Inventors: Kawamura, Makoto, Kageyama, Fumio, Sone, Akira, Tsuyama, Toshiaki, Nobumoto, Kazutoshi
• Primary Examiner(s): NOT, DEFINED
• Assistant Examiner(s): Kagen, Alan M.
• Application Number:
  US07/543,551
• Time in Patent Office: 350 Days
• Field of Search: 180/197, 180/76, 123/198 B, 123/332, 123/333, 364/426
• 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

When the driven wheel of the vehicle slips against the road surface to a large extent, such a large slip of the driven wheel can be converged by reducing torque to be applied to the driven wheel by slip control, i.e., by control the throttle valve for adjusting a load of the engine in a direction of forcibly closing the throttle valve prior to operation of the accelerator. In a region of the opening angle of the accelerator nearby its full open region, for example, accounting for 75% or more, a control-unreactive region is provided which is unreactive to slip control, thereby preventing the throttle valve from lowering a given opening angle, for example, 25%. This arrangement can retain the opening angle of the accelerator nearby its full open position even if slip control cannot work normally, thereby ensuring an open state of the throttle valve and allowing the vehicle to run at least to a tune-up factory nearby.

Claims

1. A slip control system of a vehicle having a load adjusting means for adjusting a load of an engine and a slip control means for reducing torque to be generated by the engine by controlling the load adjusting means prior to operation of an accelerator when a driven wheel slips to a large extent, wherein:

a control-unreactive region setting means for setting a control-unreactive region is provided so as to allow the load adjusting means to ensure a given amount of operation of the accelerator nearby a maximum opening angle of the accelerator prior to slip control by the slip control means;

an engine control means is provided for controlling the engine on the basis of a predetermined condition so as to change the torque to be generated by the engine without control of the load adjusting means; and

a correction means for correcting a control value of the engine control means in a direction of reducing the torque to be generated by the engine in the control-unreactive region.

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

the engine control means is a means for controlling a spark timing; and

the correction means corrects so as to retard the spark timing.

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

the slip control is suspended if a trouble occurs to such an extent that the slip control fails to be performed by the slip control means in a normal way during the slip control by the slip control means; and

wherein another correction means is further provided for correcting a control value by the engine control means in a direction of reducing the torque to be generated by the engine, whether or not in the control-unreactive region, for a given time period from the point of time at which the slip control is suspended due to the trouble.

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

an amount of correction by the another correction means, or an amount of reducing the torque to be generated by the engine, is gradually reduced.

5. A slip control system as claimed in claim 4, wherein an initial value of the amount of correction by the another correction means is set to increase as a slip value of the driven wheel increases at the point of time when the slip control is suspended.

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

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

another correction means for correcting a control value by the engine control means in accordance with the slip value to be detected by the slip detecting means, whether or not in the control-unreactive region.

7. A slip control system as claimed in claim 6, wherein an amount of correction by the another correction means, or an amount of reducing the torque to be generated by the engine, is set to increase as a slip value to be detected by the slip detecting means increases.

8. A slip control system as claimed in claim 1, further comprising another correction means for correcting a control value of the engine control means in a direction of reducing the torque to be generated by the engine, whether or not in the control-unreactive region, when an amount of increase of the control value by the slip control means, or an amount of change of the torque to be generated by the engine in its decreasing direction, is equal to or higher than a given value.

9. A slip control system as claimed in claim 8, wherein the amount of correction by the another correction means, or the amount of reduction of torque to be generated by the engine, is set to increase as the amount of increase of the control value by the slip control means increases.

10. A slip control system as claimed in any one of claims 3 to 9, wherein:

the engine control means is a means for controlling a spark timing; and

the amount of correction by the correction means and by the another correction means is set as a value of retarding the spark timing.

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

the amount of correction by the correction means increase as an amount controllable by the slip control means increases.

12. A slip control system as claimed in claim 1, wherein the load adjusting means is subjected to feed-forward control so as to allow a control value for the load adjusting means to reach a given control value at the time of starting slip control by the slip control means.

13. A slip control system as claimed in claim 12, wherein the given control value is set in accordance with a friction coefficient on a road surface.

14. A slip control system as claimed in claim 13, wherein the given control value is set so as to allow an amount of reducing the torque to be generated by the engine to increase as the friction coefficient on the road surface decrease.

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

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

wherein slip control by the slip control means is performed so as to subject the load adjusting means to feedback control for the slip value to be detected by the slip detecting means to reach a given target value.

16. A slip control system as claimed in claim 15, wherein slip control by the slip control means is started when the slip value to be detected by the slip detecting means reaches a value equal to or greater than the given target value.

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

a brake adjusting means for adjusting a braking force of the brake disposed at the driven wheel; and

a second slip control means for applying the braking force to the driven wheel by controlling the brake adjusting means when the slip value of the driven wheel gets larger.

18. A slip control system as claimed in claim 17, further comprising a slip detecting means for detecting a slip value of the driven wheel against a road surface;

wherein slip control by the second slip control means is performed to subject the brake adjusting means to feedback control so as to allow the slip value to be detected by the slip detecting means to reach a given target value.

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

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

a brake adjusting means for adjusting a braking force of the brake disposed at the driven wheel; and

a second slip control means for subjecting the brake adjusting means to feedback control for the slip value to be detected by the slip detecting means to reach a given target value; and

wherein the slip control means for controlling the load adjusting means is subjected to feedback control so as to allow the slip value to be detected by the slip detecting means to reach a given target value.

20. A slip control system as claimed in claim 19, wherein the target value by the slip control means is set as a value different from the target value by the second slip control means.

21. A slip control system as claimed in claim 20, wherein the target value by the slip control means is set as a value which is smaller than the target value by the second slip control means.

22. A slip control system as claimed in claim 21, wherein:

the control value for the load adjusting means is subjected to feed-forward control so as to reach a given control value when slip control by the slip control means is started; and

the load adjusting means is subjected to feedback control after the feed-forward control.

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

the load adjusting means is mechanically connected to the accelerator; and

a control-unreactive region setting means for setting the control-unreactive region is provided in a mechanism for mechanically connecting the load adjusting means to the accelerator.

24. A slip control system as claimed in claim 23, wherein the control-unreactive region setting means comprises:

a first lever connected to the accelerator so as to be displaceable in a given one direction in accordance with operation of the accelerator in its opening direction;

a second lever connected to the load adjusting means;

a first biasing means for biasing the second lever and eventually the load adjusting means in a direction of reduction of the torque to be generated by the engine;

a third lever disposed so as to be abuttable with the first lever and the second lever from the given one direction;

a second biasing means having a biasing force greater than the first biasing means, which is disposed so as to bias the third lever in a direction of abutting with the first lever from the given one direction and to displace the second lever so as to follow the first lever through the third lever;

an electromagnetic actuator disposed to be controllable by the slip control means for driving the third lever in a direction opposite to the given one direction in resistance to the biasing force of the second biasing means; and

a pressing section formed on the first lever and disposed so as to be abuttable with the second lever from the given one direction so as to provide a given clearance relative to the second lever in a state in which the third lever is in abutment with the first lever from the given one direction.

25. A slip control system as claimed in claim 24, wherein the first lever, the second lever and the third lever are disposed so as to be linearly movable in parallel to their respective axes.

26. A slip control system as claimed in claim 24, wherein the first lever, the second lever and the third lever are disposed so as to be pivotable around their respective axes.

27. A slip control system as claimed in claim 26, wherein:

the electromagnetic actuator is a motor of rotary type;

the given axes are each an axis of a rotary shaft to be rotated in accordance with rotation of the motor; and

the third lever is disposed so as to be integrally rotatable with the rotary shaft.

28. A slip control system as claimed in claim 27, wherein:

the first lever and the second lever are disposed so as to be pivotable about the rotary shaft; and

the second biasing means is disposed so as to surround an outer periphery of the rotary shaft, one end of the second biasing means being engaged with the first lever and the other end thereof being engaged with the third lever.

29. A slip control system as claimed in claim 28, wherein:

the first lever is connected to the accelerator through a wire; and

the second lever is connected to the load adjusting means through the wire.

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

the engine is of an Otto type in which a load is adjusted by adjusting an amount of intake air; and

the load adjusting means is a throttle valve for adjusting the amount of intake air.

31. A slip control system as claimed in claim 1, wherein the control-unreactive region is disposed so as to account for approximately 25% of a maximum operation amount as an amount of operation of the load adjusting means when the accelerator is full open.

32. A slip control system as claimed in claim 30, wherein the control-unreactive region is disposed so as to open the throttle valve by approximately 25% when the accelerator is full open.

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

the engine is of an Otto type in which a load is adjusted by adjusting an amount of intake air;

a main throttle valve is disposed on an air intake passage of the engine so as to be always associated with the accelerator in such a manner that its opening angle varies from 0% to 100% in association with a variation of an opening angle of the accelerator from 0% to 100%;

a secondary throttle valve is disposed on the air intake passage thereof so as to be controllable by the slip control means; and

the control-unreactive region is constructed to control the secondary throttle valve so as not to reach a given opening angle or below.

34. A slip control system as claimed in claim 33, wherein a stopper is disposed so as to be abuttable with the secondary throttle valve and to prevent the secondary throttle valve from providing a given opening angle or below.

35. A slip control system as claimed in claim 34, further comprising an electromagnetic actuator drivable and controllable by the slip control means;

and

the secondary throttle valve is drivable by the electromagnetic actuator.

36. A slip control sytem as claimed in claim 33, wherein the given opening angle is set so as to increase as an opening angle of the accelerator, an opening angle of the main throttle valve increases.

37. A slip control system as claimed in any one of claims 6, 7, 15, 16, 18, 19, 20, 21 and 22, wherein either front or rear wheels are driven wheels and the others are undriven wheels;

and

the slip detecting means calculates a slip value of the driven wheels on the basis of a revolution speed of the driven wheels and a revolution speed of the undriven wheels.