Circuit configuration and method for controlling a traction slip control system with brake and/or engine management

• US 5,415,468 A
• Filed: 09/07/1993
• Issued: 05/16/1995
• Est. Priority Date: 11/17/1990
• Status: Expired due to Term

• Current Assignee: Alfred Teves GmbH (Continental AG)
• Original Assignee: Alfred Teves GmbH (Continental AG)
• Inventors: Kolbe, Alexander, Latarnik, Michael, Honus, Klaus
• Primary Examiner(s): Butler, Douglas C.
• Application Number:
  US08/050,461
• Time in Patent Office: 616 Days
• Field of Search: 303/100, 303/92, 303/91, 303/93, 303/102-111, 303/96-98, 188/181 C, 188/181 A, 364/426.01, 364/426.02, 364/426.03, 180/197
• US Class Current: 303/149
• CPC Class Codes: B60T 2240/08 Spare wheel detection; Adjusting brake control in case of spare wheel use
• CPC Class Codes: B60T 2270/208 adapted to friction condition
• CPC Class Codes: B60T 2270/213 Driving off under Mu-split conditions
• 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 8/1764 Regulation during travel on surface with different coefficients of friction, e.g. between left and right sides, mu-split or between front and rear
• 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 circuit configuration and method for a traction slip control system which evaluates the speed (v_ER) measured at a driven spare wheel with a correction factor K(t) in order to maintain or improve the control function even when a smaller size spare wheel has been mounted. This correction factor (K(t)) is determined by axlewise comparison of the rotating speeds (v_na1, v_na2 ; v_a, v_ER) of the wheels of one axle and by comparison of the speed differences measured on the driven and nondriven axles, with traction slip control being inactive. Upon transition from a very slippery road surface (μ_low homogeneous) to a dry road surface (μ_high homogeneous), without any prior determination of the correction factor, the slip threshold (S) is raised temporarily. When starting with different right/left friction coefficients (μ-split), with the spare wheel being mounted on the high friction coefficient side, a higher slip threshold (S_ER) will be effective for this spare wheel.

Claims

1. For an automotive vehicle having an undriven axle with two wheels mounted thereon and a driven axle with two wheels mounted thereon, one of said wheels mounted on said driven axle being a spare wheel which is smaller in diameter than a normal wheel, a method for controlling traction slip of said automotive vehicle comprising the steps of:

measuring the rotating speeds of said wheels;

developing a correction factor by;

(a) comparing the measurements of said rotating speeds of said wheels mounted on said undriven axle to determine the difference in said rotating speeds of said wheels mounted on said undriven axle,

(b) comparing the measurements of said rotating speeds of said wheels mounted on said driven axle to determine the difference in said rotating speeds of said wheels mounted on said driven axle, and

(c) comparing said difference in said rotating speeds of said wheels mounted on said undriven axle with said difference in said rotating speeds of said wheels mounted on said driven axle;

adapting said measurement of said rotating speed of said spare wheel by said correction factor to said measurement of said rotating speed of the other wheel mounted on said driven axle;

establishing a slip threshold representative of a traction slip level which must be exceeded before traction slip control can commence;

developing a measurement related to the speed of said automotive vehicle;

determining the onset of traction slip by comparing said measurements of said rotating speeds of said wheels, including the adapted measurement of said rotating speed of said spare wheel, with said measurement related to the speed of said automotive vehicle;

and initiating traction slip control by comparing the determination of the onset of traction slip with said slip threshold and determining when the determination of the onset of traction slip exceeds said slip threshold.

2. A method for controlling traction slip according to claim 1 wherein said correction factor is developed during start-up of the vehicle prior to traction slip control.

3. A method for controlling traction slip according to claim 2 wherein said correction factor is developed by stepwise adaptation.

4. A method for controlling traction slip according to claim 2 wherein said correction factor is developed by reduction of said differences with said correction factor included.

5. A method for controlling traction slip according to claim 2 wherein said correction factor is developed according to the following:

space="preserve" listing-type="equation">Δ

=(K×

v.sub.ER -v.sub.a)-f(v.sub.na1, v.sub.na2)

where;

v_ER is the rotational speed of a driven wheel having a smaller than normal diameter

v_a is the rotational speed of the second driven wheel

v_na1 is the rotational speed on one non-driven wheel

v_na2 is the rotational speed of the second non-driven wheel

with said correction factor reduced by a specific amount at predetermined time intervals of Δ

is zero.

6. A method for controlling traction slip according to claim 5 wherein said correction factor is reduced by identical amounts if the predetermined time intervals are identical.

7. A method for controlling traction slip according to claim 6 wherein said time interval is within the range of 10 to 100 msec and said correction factor is limited to a range of 0.8 to 1.00.

8. A method for controlling traction slip according to claim 2 wherein said correction factor is developed according to the following:

space="preserve" listing-type="equation">Δ

=(K×

v.sub.ER -v.sub.a)-f(v.sub.na1, v.sub.na2)

where;

v_ER is the rotational speed of a driven wheel having a smaller than normal diameter

v_a is the rotational speed of the second driven wheel

v_na1 is the rotational speed on one non-driven wheel

v_na2 is the rotational speed of the second non-driven wheel

with said correction factor reduced by a specific amount at predetermined time intervals if Δ

is greater than zero.

9. A method for controlling traction slip according to claim 8 wherein said correction factor is reduced by identical amounts if the predetermined time intervals are identical.

10. A method for controlling traction slip according to claim 9 wherein said time interval is within the range of 10 to 100 msec and said correction factor is limited to a range of 0.8 to 1.00.

11. A method for controlling traction slip according to claim 2 wherein said correction factor is developed according to the following:

space="preserve" listing-type="equation">Δ

=(K×

v.sub.ER -v.sub.a)×

f(v.sub.na1, v.sub.na2)

where;

v_ER is the rotational speed of a driven wheel having a smaller than normal diameter

v_a is the rotational speed of the second driven wheel

v_na1 is the rotational speed on one non-driven wheel

v_na2 is the rotational speed of the second non-driven wheel

with said correction factor raised by a specific amount at predetermined time intervals if Δ

is greater than zero.

12. A method for controlling traction slip according to claim 11 wherein said correction factor is raised by identical amounts if the predetermined time intervals are identical.

13. A method for controlling traction slip according to claim 12 wherein said time interval is within the range of 10 to 100 msec and said correction factor is limited to a range of 0.8 to 1.00.

14. A method for controlling traction slip according to claim 13 wherein said correction factor is developed according to the following:

space="preserve" listing-type="equation">Δ

=(K×

v.sub.ER -v.sub.a)-B(v.sub.na1 -v.sub.na2)

where;

v_ER is the rotational speed of a driven wheel having a smaller than normal diameter

v_a is the rotational speed of the second driven wheel

v_na1 is the rotational speed on one non-driven wheel

v_na2 is the rotational speed of the second non-driven wheel

B is a constant within the range of 0.3 to 1.0.

15. A method for controlling traction slip according to claim 1 wherein said correction factor is developed according to the following:

space="preserve" listing-type="equation">Δ

=(K×

v.sub.ER -v.sub.a)-B(v.sub.na1 -v.sub.na2)

where;

v_ER is the rotational speed of a driven wheel having a smaller than normal diameter

v_a is the rotational speed of the second driven wheel

v_na1 is the rotational speed on one non-driven wheel

v_na2 is the rotational speed of the second non-driven wheel

B is a constant within the range of 0.3 to 1.0.

16. A method for controlling traction slip according to claim 1 wherein said correction factor is developed during normal driving of the vehicle prior to traction slip control.

17. A method for controlling traction slip according to claim 16 wherein said correction factor is developed by stepwise adaptation.

18. A method for controlling traction slip according to claim 16 wherein said correction factor is developed by reduction of said differences with said correction factor included.

19. A method for controlling traction slip according to claim 16 wherein said correction factor is developed according to the following:

space="preserve" listing-type="equation">Δ

=(K×

v.sub.ER -v.sub.a)-f(v.sub.na1, v.sub.na2)

where;

v_ER is the rotational speed of a driven wheel having a smaller than normal diameter

v_a is the rotational speed of the second driven wheel

v_na1 is the rotational speed on one non-driven wheel

v_na2 is the rotational speed of the second non-driven wheel

with said correction factor reduced by a specific amount at predetermined time intervals if Δ

is zero.

20. A method for controlling traction slip according to claim 19 wherein said correction factor is reduced by identical amounts if the predetermined time intervals are identical.

21. A method for controlling traction slip according to claim 20 wherein said time interval is within the range of 10 to 100 msec and said correction factor is limited to a range of 0.8 to 1.00.

22. A method for controlling traction slip according to claim 16 wherein said correction factor is developed according to the following:

space="preserve" listing-type="equation">Δ

=(K×

v.sub.ER -v.sub.a)-f(v.sub.na1, v.sub.na2)

where;

v_ER is the rotational speed of a driven wheel having a smaller than normal diameter

v_a is the rotational speed of the second driven wheel

v_na1 is the rotational speed on one non-driven wheel

v_na2 is the rotational speed of the second non-driven wheel

with said correction factor reduced by a specific amount at predetermined time intervals if Δ

is greater than zero.

23. A method for controlling traction slip according to claim 22 wherein said correction factor is reduced by identical amounts if the predetermined time intervals are identical.

24. A method for controlling traction slip according to claim 23 wherein said time interval is within the range of 10 to 100 msec and said correction factor is limited to a range of 0.8 to 1.00.

25. A method for controlling traction slip according to claim 16 wherein said correction factor is developed according to the following:

space="preserve" listing-type="equation">Δ

=(K×

v.sub.ER ×

v.sub.a)-f(v.sub.na1, v.sub.na2)

where;

v_ER is the rotational speed of a driven wheel having a smaller than normal diameter

v_a is the rotational speed of the second driven wheel

v_na1 is the rotational speed on one non-driven wheel

v_na2 is the rotational speed of the second non-driven wheel

with said correction factor raised by a specific amount at predetermined time intervals if Δ

is greater than zero.

26. A method for controlling traction slip according to claim 25 wherein said correction factor is raised by identical amounts if the predetermined time intervals are identical.

27. A method for controlling traction slip according to claim 26 wherein said time interval is within the range of 10 to 100 msec and said correction factor is limited to a range of 0.8 to 1.00.

28. For an automotive vehicle having an undriven axle with two wheels mounted thereon and a driven axle with two wheels mounted thereon, one of said wheels mounted on said driven axle being a spare wheel which is smaller in diameter than a normal wheel, a circuit configuration for controlling traction slip of said automotive vehicle comprising:

means for developing speed rotation signals representative of the rotating speeds of said wheels;

means for developing a correction factor signal prior to traction slip control;

said means for developing said correction factor signal including;

(a) first comparison means responsive to said speed rotation signals representative of said rotating speeds of said wheels mounted on said undriven axle for developing a first difference signal representative of the difference in said rotating speeds of said wheels mounted on said undriven axle,

(b) second comparison means responsive to said speed rotation signals representative of said rotating speeds of said wheels mounted on said driven axle for developing a second difference signal representative of the difference in said rotating speeds of said wheels mounted on said driven axle, and

(c) third comparison means responsive to said first and said second difference signals for developing a correction factor signal representative of the between said difference in said rotating speeds of said wheels mounted on said undriven axle and said difference in said rotating speeds of said wheels mounted on said driven axle;

means for adapting said speed rotation signal representative of said rotating speed of said spare wheel by said correction factor signal to said speed rotation signal representative of said rotating speed of the other wheel mounted on said driven axle;

means for establishing a slip threshold representative of a traction slip level which must be exceeded before traction slip control can commence;

means for developing a vehicle speed signal representative of the speed of said automotive vehicle;

means for comparing said vehicle speed signal and said speed rotation signals, including the speed rotation signal representative of the rotating speed of said spare wheel adapted by said correction factor signal, to develop a signal representative of the onset of traction slip;

and means for comparing said signal representative of the onset of traction slip with said slip threshold to determine when the onset of traction slip exceeds said slip threshold.