Traction control system for vehicle

• US 5,636,909 A
• Filed: 11/30/1994
• Issued: 06/10/1997
• Est. Priority Date: 12/01/1993
• Status: Expired due to Fees

• Current Assignee: Mazda Motor Corporation
• Original Assignee: Mazda Motor Corporation
• Inventors: Kageyama, Fumio, Hirao, Tomoyuki
• Primary Examiner(s): Young, Lee W.
• Application Number:
  US08/351,128
• Time in Patent Office: 923 Days
• Field of Search: 303/139, 303/140, 303/144, 303/146, 303/147, 303/165, 303/113.2, 364/426.03
• US Class Current: 303/140
• 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 2201/16 Curve braking control, e.g. turn control within ABS control algorithm
• 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
• CPC Class Codes: B60W 2510/0638 Engine speed
• CPC Class Codes: B60W 2540/18 Steering angle

Abstract

A traction control system for a vehicle reduces the rate of slip of driving wheels of the vehicle by reducing the traction force transmitted to the road surface from the driving wheels when the driving wheels slip. Whether the vehicle is making a turn is judged, and whether the vehicle is in an instable state which occurs when the vehicle is making a turn. The traction force is reduced by a higher rate when the driving wheels slip while the vehicle is making a turn than when the driving wheels slip while the vehicle is running straight, and the traction force is reduced by a higher rate when the driving wheels slip while the vehicle is in an instable state than when the driving wheels slip while the vehicle is making a turn.

Claims

1. A traction control system for a vehicle which reduces a rate of slip of driving wheels of the vehicle by reducing the driving force transmitted to the road surface from the driving wheels when the driving wheels slip, wherein the improvement comprises

a turning state judging means which judges whether the vehicle is making a turn,

an instable state judging means which judges whether the vehicle is in an instable state which occurs when the vehicle is making a turn, and

a torque control means which reduces the driving force by a higher rate when the driving wheels slip while the vehicle is making a turn than when the driving wheels slip while the vehicle is running straight, and reduces the driving force by a higher rate when the driving wheels slip while the vehicle is in an instable state and the vehicle making a turn than when the driving wheels slip while the vehicle is not in an instable state and the vehicle is not making a turn and actuation of the driving force reduction is restrained when the vehicle is judged to be in an instable state while the vehicle is judged to be running straight and the reduction of the driving force is not effected, and the driving force reduction is continued when the vehicle is judged to be running straight while the vehicle is judged to be in an instable state and the reduction of the driving force is being effected.

2. A traction control system as defined in claim 1 which further comprises a steering angle detecting means which detects the turning angle of the steering wheel, a reference yaw rate calculating means which calculates a reference yaw rate acting on the vehicle on the basis of the turning angle of the steering wheel detected by the steering angle detecting means, and an actual yaw rate detecting means which detects an actual yaw rate actually acting on the vehicle and in which said turning state judging means judges that the vehicle is making a turn when the turning angle of the steering wheel detected by the steering angle detecting means is not smaller than a predetermined value while said instable state judging means judges that the vehicle is in an instable state when the difference between the actual yaw rate and the reference yaw rate is not smaller than a predetermined value.

3. A traction control system as defined in claim 2 in which said torque control means is arranged not to shift to the driving force control for the instable state of the vehicle, which is effected when the vehicle is in an instable state, so long as the turning angle of the steering wheel is smaller than a predetermined value even if the instable state judging means judges that the vehicle is in an instable state.

4. A traction control system as defined in claim 2 in which said torque control means is arranged to continue the driving force control for the instable state of the vehicle, which is effected when the vehicle is in an instable state and making a turn, so long as the difference between the actual yaw rate and the reference yaw rate is not smaller than a predetermined value.

5. A traction control system as defined in claim 1 in which said torque control means is arranged to set a threshold value of the rate of slip of the driving wheels over which it initiates reduction of the driving force to be smaller when the vehicle is in an instable state than when the vehicle is making a turn which is smaller than when the vehicle is running straight.

6. A traction control system as defined in claim 1 in which said torque control means is arranged to effect the driving force control for the instable state of the vehicle, which is effected when the vehicle is in an instable state and making a turn, after effecting the driving force control for turning, which is to be effected when the vehicle is making a turn.

7. A traction control system as defined in claim 1 in which said instable state judging means judges whether the vehicle is in an instable state by comparing a reference value of the yaw rate or the lateral acceleration which is set according to the turning condition of the vehicle with an actual value of the yaw rate or the lateral acceleration actually acting on the vehicle and said reference value includes an offset which is set in order to compensate for a delay of the behavior of the vehicle to operation of the steering wheel which is caused when the steering wheel is turned in the reverse direction.

8. A traction control system as defined in claim 7 in which said reference value includes upper and lower limits.

9. A traction control system as defined in claim 7 in which said offset is set on the basis of the steering wheel turning speed so that the offset increases with increase in the steering wheel turning speed.

10. A traction control system as defined in claim 8 in which said instable state judging means judges that the vehicle is in an oversteering state when the actual values is larger than the upper limit of the reference value and that the vehicle is in an understeering state when the actual values is smaller than the lower limit of the reference value.

11. A traction control system as defined in claim 7 in which said actual value is obtained on the basis of the wheel speeds of the left and right driven wheels of the vehicle.

12. A traction control system as defined in claim 11 in which said actual value is fixed to a small predetermined value when at least one of the driven wheels locks.

13. A traction control system as defined in claim 1 in which said instable state judging means judges whether the vehicle is in an instable state by comparing a reference value of the yaw rate or the lateral acceleration which is set according to the turning condition of the vehicle with an actual value of the yaw rate or the lateral acceleration actually acting on the vehicle wherein

the instable state judging means calculates a plurality of the reference values on the basis of the vehicle speed and a plurality of filtered values of the steering wheel turning angle obtained by processing a steering wheel turning angle signal from a steering angle sensor by a plurality filters having different filter values, the reference values being arranged between upper and lower limits and each having a predetermined width, calculates a synthetic reference value which is the logical sum of the reference values, and judges whether the vehicle is in an oversteering state or in an understeering state on the basis of the actual value and the synthetic reference value.

14. A traction control system as defined in claim 13 in which said instable state judging means judges that the the vehicle is in an oversteering state when the actual value is larger than the synthetic reference value and is in an understeering state when the former is smaller than the latter.

15. A traction control system for a vehicle which controls a rate of slip of the driving wheels relative to the road surface on the basis of a target rate of slip comprising

a steering angle detecting means which detects the turning angle of a steering wheel of the vehicle,

an actual yaw rate detecting means which detects an actual yaw rate actually acting on the vehicle,

a reference yaw rate calculating means which calculates a reference yaw rate which is acting on the vehicle,

a correcting means which makes an instable-state-based correction to reduce the target rate of slip by a first value when the vehicle is in an instable state where the difference between the actual yaw rate and the reference yaw rate is not smaller than a predetermined value, and

a correction limiting means which prevents the correcting means from making the instablestate-based correction when the turning angle of the steering wheel is smaller than a predetermined value even if the difference between the actual yaw rate and the reference yaw rate is not smaller than the predetermined value.

16. A traction control system as defined in claim 15 in which said actual yaw rate detecting means calculates the actual yaw rate on the basis of at least a vehicle speed detected by a vehicle speed sensor and difference between the wheel speeds of the left and right driven wheels detected by wheel speed sensors.

17. A traction control system as defined in claim 15 in which correcting means is arranged to make a turning-state-based correction to reduce the target rate of slip by a second value smaller than said first value when the vehicle is making a turn.

18. A traction control system as defined in claim 17 in which the correction limiting means is arranged to permit the correcting means to make the instable-state-based correction only after the turning- state-based correction.

19. A traction control system as defined in claim 18 in which said correcting means is arranged to return the target rate of slip directly to a value before the turning-state-based correction when the steering wheel is returned toward a neutral position at a rate not lower than a predetermined value with the instable-state-based correction having been made, and to return the target rate of slip to a value after the turning-state-based correction when the steering wheel is returned toward the neutral position at a rate lower than a predetermined value with the instable-state-based correction having been made and then to the value before the turning-state-based correction when the vehicle ends the turn.

20. A traction control system as defined in claim 19 in which whether the vehicle ends the turn is detected on the basis of the difference in the wheel speed between the left and right driven wheels.