Slip control system for vehicle

• US 5,265,945 A
• Filed: 01/27/1993
• Issued: 11/30/1993
• Est. Priority Date: 02/17/1992
• Status: Expired due to Fees

• Current Assignee: Mazda Motor Corporation and Naldec Corporation
• Original Assignee: Mazda Motor Corporation and Naldec Corporation
• Inventors: Eki, Hirozumi, Hosoya, Kouiti, Yamashita, Tetsuhiro
• Primary Examiner(s): Butler, Douglas C.
• Application Number:
  US08/010,011
• Time in Patent Office: 307 Days
• Field of Search: 303/93, 303/100, 303/103, 303/113.3, 303/113.2, 303/114.3, 303/102, 303/109, 303/110, 303/111, 180/197, 364/426.02, 364/426.03, 364/426.01, 364/424.01, 364/424.1, 188/181 R, 188/181 A, 188/356, 192/1.22, 192/1.23, 192/1.24, 192/1.46
• US Class Current: 303/144
• CPC Class Codes: B60T 13/57 characterised by constructional features of control valves
• CPC Class Codes: B60T 13/686 in hydraulic systems or parts thereof
• 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 8/17616 Microprocessor-based systems
• CPC Class Codes: B60T 8/4854 pneumatic boosters
• CPC Class Codes: Y10S 188/02 Hill holder

Abstract

A total slip control system for a vehicle effects both the traction control and the anti-skid control. The traction control is effected by control of the engine output torque and application of brake to the driving wheel. The traction control is not initiated until the anti-skid control is ended when the traction control initiating condition is satisfied during the anti-skid control in a high vehicle speed range not lower than a predetermined speed, while the traction control is initiated with the anti-skid control continued when the traction control initiating condition is satisfied during the anti-skid control in the low vehicle speed range lower than the predetermined speed.

Claims

1. A total slip control system for a vehicle having an engine and a brake for a driving wheel comprising

a driving force control means which controls the driving force of the driving wheel,

a brake control means which controls the brake for the driving wheel, and

a control unit which, when the driving slip ratio of the driving wheel exceeds a predetermined driving slip ratio, causes the driving force control means to control the driving force of the driving wheel so that the driving slip ratio of the driving wheel converges on a target driving slip ratio, thereby effecting traction control, and, when the braking slip ratio of the driving wheel exceeds a predetermined braking slip ratio, causes the brake control means to apply the brake to the driving wheel and to control the braking pressure so that the braking slip ratio of the driving wheel converges on a target braking slip ratio, thereby effecting anti-skid control,

wherein the improvement comprises that

said control unit does not initiate the traction control until the anti-skid control is ended when the driving slip ratio of the driving wheel exceeds said predetermined driving slip ratio during the anti-skid control in a high vehicle speed range not lower than a predetermined speed and said control unit initiates the traction control with the anti-skid control continued when the driving slip ratio of the driving wheel exceeds said predetermined driving slip ratio during the anti-skid control in the low vehicle speed range lower than the predetermined speed.

2. A total slip control system as defined in claim 1 in which said driving force control means controls the driving force of the driving wheel by controlling the output of the engine.

3. A total slip control system as defined in claim 1 in which said driving force control means controls the driving force of the driving wheel by control of the output of the engine and application of the brake to the driving wheel, and said control unit limits the traction control, which is initiated when the driving slip ratio of the driving wheel exceeds said predetermined driving slip ratio during the anti-skid control in the low vehicle speed range lower than the predetermined speed, to the traction control by control of the output of the engine.

4. A slip control system as defined in claim 3 in which said control unit causes the driving force control means to initiate control of the output of the engine when the driving slip ratio of the driving wheel exceeds a first predetermined driving slip ratio and causes driving force control means to initiate application of the brake together with the engine output control when the driving slip ratio of the driving wheel driving slip ratio even after the initiation of the engine output control.

5. A slip control system as defined in claim 4 in which said control unit causes the driving force control means to interrupt application of the brake while causing the same to continue the engine output control when the driving slip ratio of the driving wheel reduces to said second predetermined driving slip ratio.

6. A slip control system as defined in claim 1 in which said control unit effects the traction control on the left and right driving wheels independently from each other.

7. A slip control system as defined in claim 1 in which said predetermined vehicle speed is a vehicle speed above which behavior of the vehicle becomes unstable when the traction control and the anti-skid control are simultaneously effected.