Driving force control apparatus and method for 4-wheel driving vehicle

• US 5,644,488 A
• Filed: 04/05/1995
• Issued: 07/01/1997
• Est. Priority Date: 04/08/1994
• Status: Expired due to Term

• Current Assignee: Mitsubishi Jidosha Kogyo Kabushiki Kaisha
• Original Assignee: Mitsubishi Jidosha Kogyo Kabushiki Kaisha
• Inventors: Tuge, Hiroki, Ito, Yoshihito
• Primary Examiner(s): Teska, Kevin J.
• Assistant Examiner(s): NGUYEN, TAN QUANG
• Application Number:
  US08/417,040
• Time in Patent Office: 818 Days
• Field of Search: 364/424.05, 364/426.02, 364/426.03, 364/426.04, 364/431.05, 180/197, 303/139, 303/113.2, 303/141, 303/145
• US Class Current: 701/1
• 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 8/1769 specially adapted for vehicles having more than one driven axle, e.g. four-wheel drive vehicles

Abstract

In a driving force control apparatus for a 4-wheel driving vehicle, a target driving torque is obtained based on a value determined by subtracting a feedback correction torque corresponding to a slip amount from a reference torque corresponding to a vehicle body speed. Slip is suppressed by a throttle control so that the engine output is reduced to the target driving torque. A retard command is output when the slip amount DVS and a slip rate GDVS are greater than predetermined values to control retarding of an ignition timing of the engine, thereby suppressing an abrupt slip. Further, the two greatest values of slip amounts of each of four wheels DVS₁, DVS₂, DVS₃, and DVS₄ are differentiated to determine slip rates GDVS₁ and GDVS₂, and the smaller of the slip rates GDVS₁ and GDVS₂ is used for control of ignition timing retarding. The apparatus causes a 4-wheel driving vehicle equipped with a limited slip differential (LSD) to provide a sufficient effect of the LSD and further suppresses the occurrence of an excessive slip.

Claims

1. A driving force control apparatus for a 4-wheel drive vehicle including a differential system with a differential limit mechanism disposed between front or rear right and left wheels of the vehicle for restricting a slip of the wheels by controlling a driving force transmitted from the wheels to a road surface, comprising:

wheel speed detection means for detecting individual rotational speeds of each of the four wheels;

slip detection means for detecting two relatively largest slip condition amounts, each slip condition amount indicating a magnitude of slip of an individual wheel according to a corresponding wheel rotational speed of one of the four wheels detected by said wheel speed detection means;

slip change rate calculation means for determining change rates of the two relatively largest slip condition amounts detected by said slip detection means;

slip change rate selection means for selecting the relatively smaller slip change rate of two slip change rates determined by said slip change rate calculation means; and

driving force control means for controlling the driving force according to the slip change rate selected by said slip change rate select means.

2. The driving force control apparatus of claim 1, wherein said slip detection means includes,

slip calculation means for calculating the slip condition amounts of the four individual wheels according to a corresponding one of the four wheel rotational speeds detected by said wheel speed detection means;

and

slip selection means for selecting the two relatively largest slip condition amounts from the four slip condition amounts calculated by said slip calculation means.

3. The driving force control apparatus of claim 1, wherein said slip detection means includes,

wheel speed selection means for selecting the two relatively largest rotational speeds of the four wheel rotational speeds detected by said wheel speed detection means;

and

slip calculation means for calculating the slip condition amounts for the wheels corresponding to the two relatively largest wheel rotational speeds selected by said wheel speed selection means.

4. The driving force control apparatus of claim 1, wherein said driving force control means begins driving force control when the slip change rate selected by said slip change range rate selection means satisfies a predetermined start determination condition, and ends driving force control when the selected slip change rate satisfies a predetermined end determination condition.

5. The driving force control apparatus of claim 1, wherein said driving force control means controls the driving force by varying an output of an engine of the vehicle.

6. The driving force control apparatus of claim 5, wherein said driving force control means controls the driving force by controlling an ignition timing of the engine.

7. The driving force control apparatus of claim 6, wherein said driving force control means begins a retarding of the ignition timing when the slip change rate selected by said slip change rate selection means satisfies a predetermined start determination condition, and ends a retarding of the ignition timing when the selected slip change rate satisfies a predetermined end condition.

8. The driving force control apparatus of claim 6, further comprising engine output control means for controlling output of the engine to control the driving force, separately from said driving force control means, according to the wheel rotational speed detected by said wheel speed detection means.

9. The driving force control apparatus of claim 8, wherein said engine output control means controls an amount of air intake of the engine.

10. The driving force control apparatus of claim 1, wherein said driving force control means controls the driving force by controlling a braking force of a brake system of the vehicle for braking the wheels.

11. In a vehicle including a differential system with a differential limit mechanism, disposed between front or rear left and right wheels of the vehicle, for restricting slippage of the wheels by controlling a drive force transmitted from the wheels to a road surface, a driving force control method comprising the steps of:

(a) detecting speeds of the wheels of the vehicle;

(b) detecting two relatively largest slip condition amounts, each slip condition amount indicating a magnitude of slippage of a wheel according to a corresponding detected wheel speed;

(c) determining change rates of each of the detected two relatively largest slip condition amounts;

(d) selecting the relatively smaller one of the two determined change rates; and

(e) controlling the driving force according to the selected change rate.

12. The driving force control method of claim 11, wherein step (b) includes the substeps of:

(b1) calculating slip condition amounts for each of the four wheels according to a corresponding detected speed; and

(b2) selecting the two relatively largest slip condition amounts calculated.

13. The driving force control method of claim 11, wherein step (b) includes the substeps of:

(b1) selecting the two relatively largest detected wheel speeds of the wheel speeds detected in step (a), and

(b2) calculating slip condition amounts for each of the two relatively largest detected wheel speeds selected.

14. The driving force control method of claim 11, wherein step (e) includes controlling an output of the engine.

15. The driving force control method of claim 14, wherein step (e) includes retarding of the ignition timing.

16. The driving force control method of claim 15, wherein the ignition timing is retarded in step (e) upon:

(1) determining that an average value of the slip condition amounts detected in step (b) is at least equal to a first predetermined value; and

(2) determining that the change rate selected in step (d) is greater than a second predetermined value.

17. The driving force control method of claim 15, wherein step (e) includes the substeps of:

(e1) beginning a retarding of the ignition timing upon the change rate selected in step (d) satisfying a predetermined start condition; and

(e2) ending a retarding of the ignition timing upon the change rate selected in step (d) satisfying a predetermined end condition.

18. The driving force control method of claim 17, wherein step (e) includes the further substeps of:

(e3) beginning the retarding of the ignition timing only upon the change rate selected in step (d) satisfying a predetermined start condition and an average value of the slip condition amounts detected in step (b) satisfying an additional predetermined start condition; and

(e4) ending the retarding of the ignition timing upon the change rate selected in step (d) satisfying a predetermined end condition and an average value of the slip condition amounts detected in step (b) satisfying an additional predetermined end condition.

19. The driving force control method of claim 17, wherein the predetermined start condition is satisfied upon the change rate selected in step (d) being greater than first predetermined value and the predetermined end condition is satisfied upon the change rate selected in step (d) being less than a second predetermined value, less than the first predetermined value.

20. The driving force control method of claim 18, wherein the predetermined start condition is satisfied upon the change rate selected in step (d) being greater than a first predetermined value and upon the average value of the slip condition amounts detected in step (b) being at least equal to a second predetermined value, and wherein the predetermined end condition is satisfied upon the change rate selected in step (d) being less than a third predetermined value which is less than the first predetermined value, and upon the average value of the slip condition amounts detected in step (b) being less than a fourth predetermined value which is greater than the second predetermined value.

21. A driving force control apparatus for controlling a driving force transmitted from the wheels of a vehicle to a road surface, comprising:

first means for detecting that a first condition is satisfied by detecting that a value derived from two relatively largest slip condition amounts is at least equal to a first predetermined value, each slip condition amount indicating a magnitude of slippage of one of the wheels according to a corresponding wheel speed; and

second means for detecting that a second condition is satisfied by detecting that a relatively smaller of two change rates determined from each of the two relatively largest slip condition amounts is greater than a second predetermined value; and

start means for initiating driving force control upon the first and second means detecting that the first and second respective conditions are satisfied.

22. The driving force control apparatus of claim 21, wherein the driving force is controlled by controlling an ignition timing of an engine of the vehicle and the start means initiates retarding of the ignition timing upon the first and second means detecting that the first and second respective conditions are satisfied.

23. The driving force control apparatus of claim 21, wherein the detected value derived from the two relatively largest slip condition amounts is an average value of the two relatively largest slip condition amounts.

24. The driving force control apparatus of claim 21, further comprising:

end means for terminating driving force control upon the first and second means detecting that a respective third and fourth condition are satisfied,

the first means detecting that the third condition is satisfied by detecting that the value derived from the two relatively largest slip condition amounts is less than a third predetermined value which is greater than the first predetermined value, and

the second means detecting that the fourth condition is satisfied by detecting that the relatively smaller change rate is less than a fourth predetermined value which is less than the second predetermined value.

25. The driving force control apparatus of claim 22, further comprising:

end means for terminating retarding of the ignition timing upon the first and second means detecting that a respective third and fourth condition are satisfied,

the first means detecting that the third condition is satisfied by detecting that the value derived from the two relatively largest slip condition amounts is less than a third predetermined value which is greater than the first predetermined value, and

the second means detecting that the fourth condition is satisfied by detecting that the relatively smaller change rate is less than a fourth predetermined value which is less than the second predetermined value.

26. The driving force control apparatus of claim 24, wherein the detected value derived from the two relatively largest slip condition amounts is an average value of the two relatively largest slip condition amounts.

27. The driving force control apparatus of claim 25, wherein the detected value derived from the two relatively largest slip condition amounts is an average value of the two relatively largest slip condition amounts.