Automotive traction control system

• US 5,241,478 A
• Filed: 02/20/1992
• Issued: 08/31/1993
• Est. Priority Date: 02/20/1991
• Status: Expired due to Term

• Current Assignee: Honda Giken Kogyo Kabushiki Kaisha (Honda Motor Company)
• Original Assignee: Honda Giken Kogyo Kabushiki Kaisha (Honda Motor Company)
• Inventors: Inoue, Naoki, Konuma, Takayuki, Maeda, Shinichi, Yamazaki, Katsutoshi, Takaishi, Toshimitsu, Onozawa, Seiji
• Primary Examiner(s): Chin, Gary
• Application Number:
  US07/838,113
• Time in Patent Office: 558 Days
• Field of Search: 364/426.02, 364/426.03, 180/197, 123/333, 123/481, 123/493
• US Class Current: 701/91
• 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 8/1706 for single-track vehicles, e.g. motorcycles
• 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

Abstract

The current ignition delay angle is increased gradually until the delay angle reaches a maximum delay angle stored in a maximum delay angle storage unit when the failure of a traction control unit is detected by a failure detecting member while a switching member is set so as to select the output of a traction control mode ignition angle calculating device. A failure control mode ignition angle calculating device calculates an ignition angle on the basis of the increased delay angle and a standard ignition angle. In case failure occurs in the traction control system during traction control operation, ignition delay angle is increased gradually to reduce the running speed of the vehicle gradually regardless of the opening of the throttle valve. Accordingly, the vehicle is not subjected to shocks attributable to the change of control mode when failure occurs in the traction control system.

Claims

1. An automotive traction control system comprising:

driving wheel speed detecting means for detecting the speed of a driving wheel;

free wheel speed detecting means for detecting the speed of a free wheel;

slip level detecting means for detecting the slip level of the vehicle on the basis of the speed of the driving wheel and the speed of the free wheel;

standard ignition angle calculating means for calculating a standard ignition time according to engine speed;

ignition delay angle calculating means for calculating an ignition delay angle for ignition timing on the basis of at least the engine speed and the slip of the vehicle;

traction control mode ignition angle calculating means for calculating a traction control mode ignition angle for controlling traction on the basis of the standard ignition angle and the ignition delay angle; and

ignition control means for selecting the traction control mode ignition angle instead of the standard ignition angle when the slip level of the vehicle exceeds a predetermined criterional level;

the improvement comprising;

failure detecting means for detecting the failure of the traction control ignition angle calculating means;

ignition delay angle increasing means for gradually increasing the ignition delay angle calculated by the ignition delay angle calculating means to further delay the ignition timing when the failure detecting means detects the failure of the traction control mode ignition angle calculating means while the ignition timing is controlled according to the traction control mode ignition angle; and

failure control mode ignition angle calculating means for calculating a failure control mode ignition angle on the basis of the increased ignition delay angle provided by the ignition delay angle increasing means;

wherein the ignition control means selects the failure control mode ignition angle when the failure detecting means detects the failure of the traction control mode ignition angle calculating means.

3. The automotive traction control system according to claim 1, wherein the ignition delay angle increasing means increases the ignition delay angle calculated by the ignition delay angle calculating means to a maximum ignition delay angle corresponding to the engine speed.

5. The automotive traction control system according claim 3, further comprising ignition delay angle decreasing means for gradually decreasing the ignition delay angle to advance the ignition timing after the ignition delay angle has been increased to the maximum ignition delay angle by the ignition delay angle increasing means.

2. The automotive traction control system according to claim further comprising failure display means actuated when the failure detecting means detects the failure of the traction control mode ignition angle.

4. The automotive traction control system according to claim 2, wherein the ignition delay angle increasing means increases the ignition delay angle calculated by the ignition delay angle calculating means to a maximum ignition delay angle corresponding to the engine speed.

6. An automotive traction control system comprising:

driving wheel speed detecting means for detecting the speed of a driving wheel;

free wheel speed detecting means for detecting the speed of a free wheel;

slip level detecting means for detecting the slip level of the vehicle on the basis of the speed of the driving wheel and the speed of the free wheel;

standard ignition angle calculating means for calculating a standard ignition time according to engine speed;

ignition delay angle calculating means for calculating an ignition delay angle for ignition timing on the basis of at least the engine speed and the slip of the vehicle;

traction control mode ignition angle calculating means for calculating a traction control mode ignition angle for controlling traction on the basis of the standard ignition angle and the ignition delay angle; and

ignition control means for selecting the traction control mode ignition angle instead of the standard ignition angle when the slip level of the vehicle exceeds a predetermined criterional level;

the improvement comprising;

failure detecting means for detecting the failure of the traction control ignition angle calculating means;

ignition delay angle increasing means for gradually increasing the ignition delay angle calculated by the ignition delay angle calculating means as compared to a predetermined value to further delay the ignition timing when the failure detecting means detects the failure of the traction control mode ignition angle calculating means while the ignition timing is controlled according to the traction control mode ignition angle for avoiding shock to the vehicle operation; and

failure control mode ignition angle calculating means for calculating a failure control mode ignition angle on the basis of the increased ignition delay angle provided by the ignition delay angle increasing means;

wherein the ignition control means selects the failure control mode ignition angle when the failure detecting means detects the failure of the traction control mode ignition angle calculating means.

7. The automotive traction control system according to claim 6, further comprising failure display means actuated when the failure detecting means detects the failure of the traction control mode ignition angle.

8. The automotive traction control system according to claim 6, wherein the ignition delay angle increasing means increases the ignition delay angle calculated by the ignition delay angle calculating means to a maximum ignition delay angle corresponding to the engine speed.

9. The automotive traction control system according to claim 7, wherein the ignition delay angle increasing means increases the ignition delay angle calculated by the ignition delay angle calculating means to a maximum ignition delay angle corresponding to the engine speed.

10. The automotive traction control system according to claim 8, further comprising ignition delay angle decreasing means for gradually decreasing the ignition delay angle to advance the ignition timing after the ignition delay angle has been increased to the maximum ignition delay angle by the ignition delay angle increasing means.