Slip control system for a vehicle

• US 5,070,461 A
• Filed: 03/12/1990
• Issued: 12/03/1991
• Est. Priority Date: 03/10/1989
• Status: Expired due to Fees

• Current Assignee: Mazda Motor Corporation
• Original Assignee: Mazda Motor Corporation
• Inventors: Tsuyama, Toshiaki, Nobumoto, Kazutoshi, Onaka, Toru, Tsukahara, Yutaka
• Primary Examiner(s): Cangialosi, Salvatore
• Application Number:
  US07/491,864
• Time in Patent Office: 631 Days
• Field of Search: 180/197, 303/95, 303/100, 303/130, 303/103, 361/238, 364/426.02, 364/426.03
• US Class Current: 701/83
• 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
• 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

Abstract

A slip control system for a vehicle contains a first control unit for implementing feedback control of torque applied to the driven wheels so as to allow an actual slip value of the driven wheel to reach a predetermined target value. There are set a first judgment value larger than the target value and a second judgment value smaller than the first judgment value. A second control unit is provided for temporarily reducing the torque applied to the driven wheel by a predetermined decrement, in place of the feedback control, when the actual slip value reaches the first judgment value or larger than the first judgment value. There is further provided a third control unit for gradually reducing the torque applied to the driven wheel, in place of the feedback control, when the actual slip value of the driven wheel does not reach the second judgment value or a value smaller than the second judgment value even if a predetermined period of time elapses after start of control by the second control unit.

Claims

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

a torque adjusting means for adjusting torque to be applied to a driven wheel;

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

a first control means for subjecting the torque adjusting means to feedback control so as to allow the slip value of the driven wheel to reach a predetermined target value in response to output from the slip-value detecting means;

a second control means for reducing the torque to be applied to the driven wheel temporarily by a predetermined decrement by controlling the torque adjusting means prior to the first control means when the slip value detected by the slip-value detecting means reaches a first judgment value set as a value greater than the predetermined target value; and

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 first control means when the slip value detected by the slip-value detecting means does not reach a second judgment value set as a value smaller than the first judgment value even if a predetermined period of time elapses after start of control by the second control means.

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 either of the first control means, the second control means or the third 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 either of the first control means, the second control means or the third control means and for selecting the first shift characteristic for ordinary running when control is implemented by a control means other than the first, second and third 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 running 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 claim 1, wherein the torque adjusting means is a member for adjusting torque generated by the engine, or output from the engine.

8. A slip control system as claimed in claim 1, wherein the torque adjusting means is a member for adjusting a braking force applied to the driven wheel.

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

the torque adjusting means comprises an engine adjusting means for adjusting torque generated by the engine, or output from the engine, and a braking-force adjusting means for adjusting a braking force applied to the driven wheel; and

the first control means controls the engine adjusting means and the braking-force adjusting means.

10. A slip control system as claimed in claim 9, wherein:

the second control means controls the engine adjusting means only; and

the third control means controls the engine adjusting means only.

11. A slip control system as claimed in claim 10, further comprising a fourth control means for increasing torque generated by the engine by a predetermined increment by controlling the engine adjusting means prior to the first control means when the slip value of the driven wheel is decreased to the second judgment value.

12. A slip control system as claimed in claim 9, wherein:

the predetermined target value by the first control means comprises a first target value for the engine adjusting means and a second target value for the braking-force adjusting means;

wherein the first target value is different in magnitude from the second target value.

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

14. A slip control system as claimed in claim 13, wherein the second judgment value is set to a value smaller than the first target value.

15. A slip control system as claimed in claim 1, wherein control by the first control means starts after conclusion of control by the second control means.

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

the torque adjusting means contains at least a braking-force adjusting means for adjusting a braking force applied to the driven wheel; and

an ABS control means for implementing an anti-lock control for preventing a wheel from being locked with respect to the road surface by controlling the braking-force adjusting means when the braking force is applied to the wheel by manual operation; and

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

17. A slip control system as claimed in claim 16, 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 first control means to the ABS control means.

18. A slip control system as claimed in claim 16, wherein the ABS control means controls the braking-force adjusting means on the basis of the signal for requiring braking from the first control means only when no anti-lock control is implemented.

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

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

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

20. A slip control system as claimed in claim 1, wherein a control amount by the second control means is set on the basis of a friction coefficient μ

on a road surface.

21. A slip control system as claimed in claim 11, wherein a control amount by the fourth control means is set on the basis of a friction coefficient μ

on a road surface.

22. 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-value 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.