JP2021139307A - Vehicular traction control device - Google Patents

Abstract

To provide a vehicular traction control device that can prevent a driver of a vehicle from obstructing from intending to accelerate the vehicle even when traction control is executed repeatedly.SOLUTION: A vehicular traction control device 1 includes a control unit 2b for executing traction control to control a drive wheel of a vehicle to exert drive force so as to suppress skidding of the drive wheel. When start and end of traction control execution are repeated predetermined times within predetermined time, the control unit 2b increases drive force under execution of the traction control.SELECTED DRAWING: Figure 1

Description

The present invention relates to a vehicle traction control device.

In recent years, in order to further improve the stability of vehicles such as motorcycles and four-wheeled vehicles, when the drive wheels of the vehicle slip against the road surface during acceleration of the vehicle, the amount of slip of the drive wheels is set as the target slip amount. An increasing number of vehicles are equipped with a traction control device that performs traction control for recovering the grip force of the drive wheels with respect to the road surface by feedback control. Such a traction control device ends the traction control when the slip amount of the drive wheels converges to the target slip amount by executing the traction control.

In such a situation, in Patent Document 1, when the start and end of the traction control are repeated a predetermined number of times during the vehicle speed control, the traction control is frequently executed by lowering the set speed of the vehicle speed control. It discloses a vehicle speed control device that prevents the vehicle from being driven.

Japanese Unexamined Patent Publication No. 2007-83802

Here, according to the study of the present inventor, when the start and end of the execution of traction control are repeated, it is not necessarily considered that the vehicle is continuously traveling on a slippery road surface for a long time, and therefore traction. There is little significance in executing control, but rather there is a desire to fully reflect the driver's intention to accelerate in the driving state of the vehicle. However, in the vehicle speed control device of Patent Document 1, when the start and end of the traction control are repeated, the set speed of the vehicle speed control is forcibly lowered, so that the driver's intention to accelerate is hindered.

The present invention has been made through the above studies, and it is possible to prevent the driver of the vehicle from being hindered from accelerating the traction even when the traction control is repeatedly executed. It is an object of the present invention to provide a control device.

In order to achieve the above object, the present invention is a vehicle traction control device including a control unit that executes traction control for controlling the driving force of the driving wheels so that the slip of the driving wheels of the vehicle converges. The first aspect of the control unit is to increase the driving force during the execution of the traction control when the start and end of the execution of the traction control are repeated a predetermined number of times in a predetermined time.

Further, in the present invention, in addition to the first aspect, when the control unit detects the operation of a predetermined switch of the vehicle when the driving force is increased during the execution of the traction control. The second phase is to release the increase in the driving force during the execution of the traction control.

According to the vehicle traction control device according to the first aspect of the present invention, vehicle traction control including a control unit that executes traction control for controlling the driving force of the driving wheels so that the slip of the driving wheels of the vehicle converges. In the device, the control unit increases the driving force during the execution of the traction control when the start and end of the execution of the traction control are repeated a predetermined number of times in a predetermined time, so that the traction control is repeatedly executed. Even if this is the case, it is possible to prevent the driver of the vehicle from being hindered from accelerating.

Further, according to the traction control device of the vehicle in the second aspect of the present invention, when the control unit detects the operation of a predetermined switch of the vehicle when the driving force is increased during the execution of the traction control. Since the increase in the driving force during the execution of the traction control is canceled, the driving during the execution of the traction control is performed by detecting the operation of the switch even when the driving force during the execution of the traction control is increased. The increase in force can be canceled.

FIG. 1 is a block diagram showing a configuration of a vehicle traction control device according to an embodiment of the present invention. FIG. 2 is a flow chart showing an example of the flow of the traction control driving force increase determination process executed by the traction control device of the vehicle according to the embodiment of the present invention. FIG. 3 is a timing chart showing an example of the traction control driving force increase determination process executed by the traction control device of the vehicle according to the embodiment of the present invention. FIG. 4 is a flow chart showing an example of a map used in the traction control device of the vehicle according to the embodiment of the present invention. FIG. 5A is a diagram showing an example of traction control executed by the vehicle traction control device according to the embodiment of the present invention, and FIG. 5B is a diagram showing an example of the traction control executed by the vehicle traction control device according to the embodiment of the present invention. It is a figure which shows a different example of the traction control to execute.

Hereinafter, the vehicle traction control device according to the embodiment of the present invention will be described in detail with reference to the drawings as appropriate.

<Vehicle traction control device>
The configuration of the vehicle traction control device according to the present embodiment will be described in detail with reference to FIG.

FIG. 1 is a block diagram showing a configuration of a vehicle traction control device according to the present embodiment.

As shown in FIG. 1, the vehicle traction control device 1 according to the present embodiment is mounted on a vehicle such as a motorcycle (not shown), and both are front wheel speed sensors 11 and rear wheel speed sensors 12 which are components of the vehicle. , Switch 13, throttle position sensor 14 and crank angle sensor 15 are electrically connected, and electronic control devices such as an ECU (Electronic Control Unit) that controls the operation of the fuel injection valve 16, the ignition plug 17, and the throttle motor 18. Is. In the present embodiment, the driving wheels are the rear wheels and the driven wheels are the front wheels. However, as the driving mode of the vehicle, the driving wheels are the front wheels and the driven wheels are the rear wheels. It does not matter, and both the front wheels and the rear wheels may be drive wheels.

Here, the front wheel speed sensor 11 detects the rotation speed Vf of the front wheels of the vehicle, and outputs an electric signal indicating the detected rotation speed Vf to the traction control device 1 of the vehicle.

The rear wheel speed sensor 12 detects the rotation speed Vr of the rear wheels of the vehicle, and outputs an electric signal indicating the detected rotation speed Vr to the traction control device 1 of the vehicle.

The switch 13 is operated by the driver of the vehicle, and outputs an electric signal indicating switch on or switch off to the traction control device 1 of the vehicle according to the operation.

The throttle position sensor 14 detects the throttle opening TH of the throttle valve of the engine, which is an internal combustion engine as a drive source (not shown), and outputs an electric signal indicating the detected throttle opening TH to the traction control device of the vehicle. Output to 1.

The crank angle sensor 15 detects the crank angle of the engine and outputs an electric signal indicating the detected crank angle to the traction control device 1 of the vehicle.

The fuel injection valve 16 performs a series of fuel injection operations such as starting, stopping, and restarting fuel injection to the engine under the control of the traction control device 1 of the vehicle.

The spark plug 17 ignites the engine according to the control of the traction control device 1 of the vehicle.

The throttle motor 18 controls the opening degree of the electronically controlled throttle valve so that the throttle opening degree TH of the throttle valve becomes the target throttle opening degree THt according to the control of the traction control device 1 of the vehicle.

The vehicle traction control device 1 includes a CPU (Central Processing Unit) 2, a timer 3, and a counter 4. The CPU 2 controls the operation of the entire traction control device 1 of the vehicle by reading a necessary control program and control data from a memory (not shown) and executing the control program. Further, the CPU 2 of the fuel injection valve 16, the ignition plug 17, and the throttle motor 18 based on the signals input from the front wheel speed sensor 11, the rear wheel speed sensor 12, the switch 13, the throttle position sensor 14, and the crank angle sensor 15. In addition to controlling the operation, traction control is executed by controlling the operation of the throttle motor 18 so that the slip of the driving wheels of the vehicle converges to control the driving force of the driving wheels of the vehicle, and the timer 3 and the counter 4 are used. However, the traction control driving force increase determination process described later is executed.

Specifically, the CPU 2 includes a slip ratio calculation unit 2a and a control unit 2b. Each of these parts is shown as a functional block, but each function will be described later.

The slip ratio calculation unit 2a calculates the rotation speed of the front wheels, which are the driven wheels, based on the electric signal indicating the rotation speed Vf input from the front wheel speed sensor 11, and the rotation speed Vr input from the rear wheel speed sensor 12. The rotation speed of the rear wheels, which are the driving wheels, is calculated based on the electric signal indicating. The slip ratio calculation unit 2a calculates the slip ratio of the vehicle based on the calculated rotation speed of the front wheels and the rotation speed of the rear wheels.

The control unit 2b controls the operation of the throttle motor 18 to control the driving force of the driving wheels of the vehicle when the slip ratio calculated by the slip ratio calculation unit 2a reaches a predetermined threshold value while increasing. Run. Further, the control unit 2b executes the traction control driving force increase determination process described later, and when the start and end of the execution of the traction control are repeated a predetermined number of times in a predetermined time, the driving wheels during the execution of the traction control Increase the driving force.

As shown below, the traction control device 1 of the vehicle having such a configuration executes the traction control driving force increase determination process, so that the traction control is repeatedly executed by the driver of the vehicle. Prevents the willingness to accelerate. Hereinafter, the operation of the traction control device 1 of the vehicle when executing the traction control driving force increase determination process will be described with reference to FIGS. 2 and 3.

<Traction control driving force increase judgment processing>
FIG. 2 is a flow chart showing an example of the flow of the traction control driving force increase determination process executed by the traction control device of the vehicle according to the embodiment of the present invention. FIG. 3 is a timing chart showing an example of the traction control driving force increase determination process executed by the traction control device of the vehicle according to the embodiment of the present invention.

The traction control driving force increase determination process shown in FIG. 2 starts at the timing when the traction control device 1 of the vehicle is operated, and the traction control driving force increase determination process proceeds to the process of step S1. The traction control driving force increase determination process shown in FIG. 2 is repeatedly executed every predetermined control cycle, for example, every 1 msec, while the traction control device 1 of the vehicle is operating.

In the process of step S1, the control unit 2b determines whether or not the timer value measured by the timer 3 is "0" or less. As a result of the determination, if the timer value is larger than "0", the control unit 2b advances the traction control driving force increase determination process to the process of step S2. On the other hand, when the timer value is "0" or less, the control unit 2b advances the traction control driving force increase determination process to the process of step S9.

In the process of step S2, whether or not the control unit 2b executed the traction control in the previous routine based on the information indicating whether or not the traction control was executed in the previous routine stored in the memory (not shown). To judge. As a result of the determination, when the traction control is executed in the previous routine, the control unit 2b advances the traction control driving force increase determination process to the process of step S3. On the other hand, when the traction control is not executed in the previous routine, the control unit 2b advances the traction control driving force increase determination process to the process of step S11.

In the process of step S3, the control unit 2b determines whether or not to execute the traction control in this routine. At this time, the control unit 2b determines whether or not to execute the traction control in this routine based on the comparison result between the slip rate calculated by the slip rate calculation unit 2a and the predetermined threshold value. As a result of the determination, when the traction control is not executed in this routine, the control unit 2b advances the traction control driving force increase determination process to the process of step S4. On the other hand, when the traction control is executed in this routine, the control unit 2b controls the operation of the throttle motor 18 to control the driving force of the driving wheels of the vehicle, and performs the traction control driving force increase determination process in step S5. Proceed to the processing of. Then, the control unit 2b stores information indicating whether or not to execute the traction control in this routine in a memory (not shown).

In the process of step S4, the control unit 2b adds "1" to the count value counted by the counter 4. As a result, the process of step S4 is completed, and the traction control driving force increase determination process proceeds to the process of step S5.

In the process of step S5, the control unit 2b determines whether or not the count value counted by the counter 4 is “3” or more. As a result of the determination, when the count value is "3" or more, the control unit 2b advances the traction control driving force increase determination process to the process of step S6. On the other hand, when the count value is less than "3", the control unit 2b advances the traction control driving force increase determination process to the process of step S7.

In the process of step S6, the control unit 2b controls the operation of the throttle motor 18 to change the throttle valve to the higher opening side with respect to the normal opening of the throttle valve during traction control, thereby controlling the traction. The driving force of the driving wheels during execution is increased to suppress a decrease in the driving force of the driving wheels due to traction control. As a result, the process of step S6 is completed, and the traction control driving force increase determination process proceeds to the process of step S7.

In the process of step S7, the control unit 2b determines whether or not the switch 13 has been continuously operated for a predetermined time or longer. As a result of the determination, when the switch 13 is continuously operated for a predetermined time or longer, the control unit 2b advances the traction control driving force increase determination process to the process of step S8. On the other hand, if the switch 13 is not continuously operated for a specified time or longer, the control unit 2b ends the traction control driving force increase determination process.

In the process of step S8, the control unit 2b releases the increase in the driving force of the driving wheels during the execution of the traction control. As a result, the process of step S8 is completed, and the traction control driving force increase determination process is completed.

In the process of step S9, the control unit 2b resets the timer 3 to set the timer value to n. As a result, the process of step S9 is completed, and the traction control driving force increase determination process proceeds to the process of step S10.

In the process of step S10, the control unit 2b resets the counter 4 to set the count value to “0”. As a result, the process of step S10 is completed, and the traction control driving force increase determination process proceeds to the process of step S5.

In the process of step S11, the control unit 2b determines whether or not the count value counted by the counter 4 is “0” or less. As a result of the determination, when the count value is "0" or less, the control unit 2b advances the traction control driving force increase determination process to the process of step S12. On the other hand, when the count value is larger than "0", the control unit 2b advances the traction control driving force increase determination process to the process of step S5.

In the process of step S12, the control unit 2b resets the timer 3 to set the timer value to n. As a result, the process of step S12 is completed, and the traction control driving force increase determination process proceeds to the process of step S5.

Subsequently, a specific flow of the traction control driving force increase determination process executed by the traction control device 1 of the vehicle according to the embodiment of the present invention will be described in detail with reference to FIG.

The broken line in the driving force of FIG. 3 indicates the driving force when the driving force is not increased during the execution of the traction control (driving force by the normal traction control).

From FIG. 3, at time t = t1, the slip ratio reaches a predetermined threshold value TH1 while increasing. As a result, the control unit 2b starts executing the traction control (S3: Yes) and controls the operation of the throttle motor 18 so that the slip of the drive wheels of the vehicle converges to reduce the throttle opening. By changing to the side, the driving force of the driving wheels of the vehicle is controlled, and the timer 3 starts the timekeeping operation. By executing the traction control, the driving force of the driving wheels is suppressed. Further, the timer 3 starts a timekeeping operation that counts down from the timer value n (n> 0).

At time t = t2, the slip ratio reaches the threshold TH1 while decreasing. As a result, the timer value measured by the timer 3 is larger than "0" (S1: No), the control unit 2b is executing the traction control in the previous routine (S2: Yes), and the traction in the current routine. In order to end the execution of the control (S3: No), "1" is added to the count value of the counter 4 to set the count value to "1" (S4), and the traction control is performed because the count value is "1". The driving force of the driving wheels during execution is not increased (S5: No). With the end of the execution of traction control, the driving force of the driving wheels increases.

At time t = t3, the slip ratio reaches the threshold TH1 while increasing. As a result, the control unit 2b starts executing the traction control, the timer value measured by the timer 3 is larger than 0 (S1: No), and the traction control is not executed in the previous routine (S2: No). ), Since the count value of the counter 4 is “1” (S11: No), the driving force of the driving wheels during execution of the traction control is not increased (S5: No). By executing the traction control, the driving force of the driving wheels is suppressed.

At time t = t4, the slip ratio reaches the threshold TH1 while decreasing. As a result, the timer value measured by the timer 3 is larger than "0" (S1: No), the control unit 2b is executing the traction control in the previous routine (S2: Yes), and the traction in the current routine. In order to end the execution of control (S3: No), "1" is added to the count value of the counter 4 to set the count value to "2" (S4), and the count value is "2", so that the traction control is performed. The driving force of the driving wheels during execution is not increased (S5: No). With the end of the execution of traction control, the driving force of the driving wheels increases.

At time t = t5, the slip ratio reaches the threshold TH1 while increasing. As a result, the control unit 2b starts executing the traction control, the timer value measured by the timer 3 is larger than 0 (S1: No), and the traction control is not executed in the previous routine (S2: No). ), Since the count value of the counter 4 is “2” (S11: No), the driving force of the driving wheels during execution of the traction control is not increased (S5: No). By executing the traction control, the driving force of the driving wheels is suppressed.

At time t = t6, the slip ratio reaches the threshold TH1 while decreasing. As a result, the timer value measured by the timer 3 is larger than "0" (S1: No), the control unit 2b is executing the traction control in the previous routine (S2: Yes), and the traction in the current routine. In order to end the execution of the control (S3: No), "1" is added to the count value of the counter 4 to make the count value "3" (S4), and the traction control is performed because the count value is "3". The driving force of the driving wheels during execution is increased (S5: Yes and S6). At this time, the control unit 2b increases the driving force of the driving wheels during execution of the traction control until the switch 13 is continuously operated for a predetermined time or longer. Further, since the control unit 2b does not operate the switch 13 continuously for a specified time or more (S7: No), the control unit 2b does not release the increase in the driving force of the driving wheels during the execution of the traction control. With the end of the execution of traction control, the driving force of the driving wheels increases.

At time t = t7, the slip ratio reaches the threshold TH1 while increasing. As a result, the control unit 2b starts executing the traction control, the timer value measured by the timer 3 is larger than "0" (S1: No), and the traction control is not executed in the previous routine (S2). : No), since the count value of the counter 4 is "3" due to the repeated execution of the traction control at the times t = t1, t3 and t5 (S11: No and S5: Yes), the traction control is being executed. The driving force of the driving wheels is increased (S6). At this time, the control unit 2b controls the operation of the throttle motor 18 to change the throttle opening to a higher opening side than in the normal traction control, thereby driving the drive wheels during execution of the traction control. Increase power. Further, since the control unit 2b does not operate the switch 13 continuously for a specified time or more (S7: No), the control unit 2b continues without releasing the increase in the driving force of the driving wheels during the execution of the traction control. By increasing the driving force of the driving wheels during the execution of the traction control, the driving force of the driving wheels is suppressed, but the driving force is increased as compared with the execution of the normal traction control.

At time t = t8, the slip ratio reaches the threshold TH1 while decreasing. As a result, the timer value measured by the timer 3 is larger than "0" (S1: No), the control unit 2b executes the traction control in the previous routine (S2: Yes), and the traction control in the current routine. (S3: No), "1" is added to the count value of the counter 4 to set the count value to "4" (S4), and the driving force of the drive wheels during execution of the traction control is increased. Increase (S5: Yes and S6). Further, since the control unit 2b does not operate the switch 13 continuously for a specified time or more (S7: No), the control unit 2b continues without releasing the increase in the driving force of the driving wheels during the execution of the traction control. With the end of the execution of traction control, the driving force of the driving wheels increases.

At time t = t9, the control unit 2b resets the timer 3 to set the timer value to n because the timer value measured by the timer 3 becomes “0” (S1: Yes), and the counter 4 Is reset to set the count value to "0" (S10). Further, since the control unit 2b does not operate the switch 13 continuously for a specified time or more (S7: No), the control unit 2b continues without releasing the increase in the driving force of the driving wheels during the execution of the traction control.

In this way, the control unit 2b sets the start and end of the execution of the traction control as a predetermined number of times in the predetermined time (from time t1 to time t9) measured by the timer 3, for example, when the traction is repeated three times. Increases the driving force of the drive wheels during execution of control. The number of times the start and end of the execution of the traction control, which is one of the conditions for increasing the driving force of the driving wheels during the execution of the traction control, is repeated is not limited to three, but can be set to any plurality of times. can do.

At time t = t10, the slip ratio reaches the threshold TH1 while increasing. As a result, the control unit 2b starts executing the traction control, the timer value measured by the timer 3 is n (S1: No), and the traction control is not executed in the previous routine (S2: No). ), Since the count value of the counter 4 is “0” (S11: Yes), the timer 3 is reset to set the timer value to n (S12), so that the driving force of the driving wheels during execution of the traction control is increased (S11: Yes). S6). Further, since the control unit 2b does not operate the switch 13 continuously for a specified time or more (S7: No), the control unit 2b continues without releasing the increase in the driving force of the driving wheels during the execution of the traction control. By increasing the driving force of the driving wheels during the execution of the traction control, the driving force of the driving wheels is suppressed, but the driving force is increased as compared with the execution of the normal traction control.

At time t = t11, the slip ratio reaches the threshold TH1 while decreasing. As a result, the timer value measured by the timer 3 is larger than 0 (S1: No), the control unit 2b executes the traction control in the previous routine (S2: Yes), and executes the traction control in the current routine. (S3: No), "1" is added to the count value of the counter 4 to set the count value to "1" (S4), and the driving force of the drive wheels during execution of traction control is increased. (S5: Yes and S6). Further, since the control unit 2b does not operate the switch 13 continuously for a specified time or more (S7: No), the control unit 2b continues without releasing the increase in the driving force of the driving wheels during the execution of the traction control. With the end of the execution of traction control, the driving force of the driving wheels increases.

At time t = t12, the slip ratio reaches the threshold TH1 while increasing. As a result, the control unit 2b performs the same operation as the operation at time t = t10.

At time t = t13, the slip ratio reaches the threshold TH1 while decreasing. As a result, the timer value measured by the timer 3 is larger than 0 (S1: No), the control unit 2b executes the traction control in the previous routine (S2: Yes), and executes the traction control in the current routine. (S3: No), "1" is added to the count value of the counter 4 to set the count value to "2" (S4), and the driving force of the drive wheels during execution of traction control is increased. (S5: Yes and S6). Further, since the control unit 2b does not operate the switch 13 continuously for a specified time or more (S7: No), the control unit 2b continues without releasing the increase in the driving force of the driving wheels during the execution of the traction control. With the end of the execution of traction control, the driving force of the driving wheels increases.

At time t = t14, the slip ratio reaches the threshold TH1 while increasing. As a result, the control unit 2b performs the same operation as the operation at time t = t10.

At time t = t15, the control unit 2b resets the timer 3 to set the timer value to n (S9) because the timer value measured by the timer 3 becomes “0” (S1: Yes), and the counter 4 Is reset to set the count value to "0" (S10). Further, since the control unit 2b does not operate the switch 13 continuously for a specified time or more (S7: No), the control unit 2b continues without releasing the increase in the driving force of the driving wheels during the execution of the traction control.

At time t = t16, the slip ratio reaches the threshold TH1 while decreasing. As a result, the control unit 2b performs the same operation as the operation at time t = t11.

At time t = t17, the slip ratio reaches the threshold TH1 while increasing. As a result, the control unit 2b starts executing the traction control, the timer value measured by the timer 3 is larger than 0 (S1: No), and the traction control is not executed in the previous routine (S2: No). ), Since the count value of the counter 4 is "1" (S11: No), the timer 3 is not reset. Further, since the control unit 2b does not operate the switch 13 continuously for a specified time or more (S7: No), the control unit 2b continues without releasing the increase in the driving force of the driving wheels during the execution of the traction control. By increasing the driving force of the driving wheels during the execution of the traction control, the driving force of the driving wheels is suppressed, but the driving force is increased as compared with the execution of the normal traction control.

At time t = t18, the engine speed NE reaches the threshold value TH2 while decreasing. As a result, the control unit 2b ends the execution of the traction control. With the end of the execution of traction control, the driving force of the driving wheels increases. Further, since the control unit 2b does not operate the switch 13 continuously for a specified time or more (S7: No), the control unit 2b continues without releasing the increase in the driving force of the driving wheels during the execution of the traction control.

At time t = t19, the control unit 2b performs the same operation as the operation at time t = t9.

At time t = t20, the timer value measured by the timer 3 is n (S1: No), the traction control is not executed in the previous routine (S2: No), and the counter 4 counts. Since the value is "0" (S11: Yes), the timer 3 is reset to set the timer value to n (S12). Further, although the control unit 2b detects the operation of the switch 13, the driving force of the driving wheels during the execution of the traction control has not elapsed since the detection of the operation of the switch 13 for a predetermined time or more (S7: No). Continue without canceling the increase in.

At time t = t21, the timer value measured by the timer 3 is n (S1: No), the traction control is not executed in the previous routine (S2: No), and the count value of the counter 4 is "0". Therefore (S11: Yes), the timer 3 is reset to set the timer value to n (S12). Further, since the control unit 2b continuously elapses for a specified time (t20-t21) or more after detecting the operation of the switch 13 (S7: Yes), the driving force of the driving wheels is increased during the execution of the traction control. Release (S8).

At time t = t22, the slip ratio reaches the threshold TH1 while increasing. As a result, the control unit 2b resets the timer 3 because the traction control was not executed in the previous routine (S2: No) and the count value of the counter 4 is "0" (S11: Yes). The timer value is set to n (S12). Further, the control unit 2b starts the execution of the traction control, and causes the timer 3 to start the timekeeping operation. By executing the traction control, the driving force of the driving wheels is suppressed. Further, the timer 3 starts a timekeeping operation that counts down from the timer value n.

At time t = t23, the slip ratio reaches the threshold TH1 while decreasing. As a result, the timer value measured by the timer 3 is larger than "0" (S1: No), the control unit 2b is executing the traction control in the previous routine (S2: Yes), and the traction in the current routine. In order to end the execution of control (S3: No), "1" is added to the count value of the counter 4 to set the count value to "1" (S4). With the end of the execution of traction control, the driving force of the driving wheels increases.

As described above, in the period from the time t = t6 to the time t = t21, by increasing the driving force of the driving wheels during the execution of the traction control, the suppression of the driving force of the engine is reduced, so that the traction control can be performed. Even when it is repeatedly executed, it is possible to prevent the driver of the vehicle from being hindered from accelerating. Further, in the period from the time t = t6 to the time t = t21, the frequency of executing the traction control is the same depending on whether the driving force of the driving wheels is increased or not during the execution of the traction control.

In the traction control, the control unit 2b controls the throttle opening to control the driving force of the drive wheels, but controls the fuel injection valve 16 to cut the fuel or control the fuel injection amount, or the spark plug. 17 may be controlled to cut the ignition or the ignition timing may be controlled to control the driving force of the driving wheels, or a combination of these may be used. When the driving force of the driving wheels is controlled by cutting the fuel or ignition in the traction control, the driving force is increased by lowering the ratio of the fuel cut or the ignition cut during the execution of the traction control. Further, when the driving force of the driving wheels is controlled by controlling the fuel injection amount in the traction control, the driving force is increased by increasing the fuel injection amount during the execution of the traction control. Further, when the ignition timing is controlled in the traction control to control the driving force of the driving wheels, the driving force is increased by setting the ignition timing to the advance side during the execution of the traction control.

<Traction control>
The traction control executed by the traction control device of the vehicle according to the present embodiment will be described in detail with reference to FIGS. 4 and 5. FIG. 5 shows a case where fuel is cut to control the driving force of the driving wheels in traction control.

FIG. 4 is a flow chart showing an example of a map used in the traction control device of the vehicle according to the embodiment of the present invention. FIG. 5A is a diagram showing an example of traction control executed by the vehicle traction control device according to the embodiment of the present invention, and FIG. 5B is a diagram showing an example of the traction control executed by the vehicle traction control device according to the embodiment of the present invention. It is a figure which shows a different example of the traction control to execute.

In FIGS. 5 (a) and 5 (b), white circles indicate unit cycles in which fuel is cut, and black circles indicate unit cycles in which fuel is not cut.

As described above, the control unit 2b of the CPU 2 starts executing the traction control when the slip rate calculated by the slip rate calculation unit 2a increases and reaches the threshold value TH1. Further, the control unit 2b ends the execution of the traction control when the slip rate calculated by the slip rate calculation unit 2a decreases and reaches a predetermined threshold value TH1 during the execution of the traction control. Further, the control unit 2b calculates the engine rotation speed NE based on the electric signal indicating the crank angle input from the crank angle sensor 15 during the execution of the traction control, and determines the engine rotation speed NE while decreasing the calculated engine rotation speed NE. When the threshold value is TH2 or less, the traction control is not executed.

Here, the slip ratio calculation unit 2a of the CPU 2 calculates the rotation speed Vf of the front wheels, which are the driven wheels, based on the electric signal indicating the rotation speed Vf input from the front wheel speed sensor 11, and also from the rear wheel speed sensor 12. The rotation speed Vr of the rear wheels, which are the driving wheels, is calculated based on the input electric signal indicating the rotation speed Vr, and the slip ratio of the vehicle is calculated based on the calculated rotation speed Vf of the front wheels and the rotation speed Vr of the rear wheels. do. Specifically, the slip ratio calculation unit 2a calculates the slip ratio by subtracting "1" from the division value obtained by dividing the rotation speed Vr of the rear wheels by the rotation speed Vf of the front wheels (slip ratio =). (Vr / Vf) -1).

In traction control, the control unit 2b suppresses the driving force of the engine by controlling the operation of the fuel injection valve 16 to cut the fuel based on the calculated slip ratio and the rotation speed of the front wheels. Specifically, the control unit 2b has H1 to H3 and M1 to M3 depending on the slip ratio shown in FIG. 4 and the rotation speed Vf (vehicle speed (front wheel speed)) of the front wheels, which are stored in advance in a memory (not shown). And, with reference to the map divided into each region of L1 to L3, the region specified by the calculated slip ratio and the rotation speed Vf of the front wheels is selected. Then, the control unit 2b suppresses the driving force of the driving wheels by cutting the fuel according to the selected region. In FIG. 4, when the control unit 2b selects a region other than the regions H1 to H3, M1 to M3, and L1 to L3, the control unit 2b does not execute the traction control.

For example, when the region L2 is selected, the control unit 2b cuts fuel in three of the three cycles of the engine when the number of unit cycles of the engine is 8, as shown in FIG. 5A. Further, when the region H2 is selected, the control unit 2b cuts fuel in two of the two cycles when the number of unit cycles of the engine is 4, as shown in FIG. 5 (b). The number of unit cycles of the engine may be different for each region.

Although the control unit 2b controls the driving force of the driving wheels in the traction control, the braking operation amount (braking force) may be controlled in combination with or independently of the driving force.

Further, the control unit 2b starts or ends the execution of the traction control based on the slip ratio, but is not limited to this, and starts or ends the execution of the traction control based on the slip amount. May be good.

Specifically, the control unit 2b slips the deviation between the rear wheel rotation speed Vr input from the rear wheel speed sensor 12 and the front wheel rotation speed Vf input from the front wheel speed sensor 11 between the front and rear wheels. Calculated as the amount (actual slip amount). Then, the control unit 2b starts executing the traction control when the slip amount reaches a predetermined threshold value while increasing, and when the slip amount decreases and reaches a predetermined threshold value during the execution of the traction control. At the end of the execution of traction control.

In the vehicle traction control device 1 according to the present embodiment, the traction control for controlling the driving force of the driving wheels is executed so that the slip of the driving wheels of the vehicle converges, and the execution of the traction control is started at a predetermined time. And when the end is repeated a predetermined number of times, the driving force during the execution of the traction control is increased. Therefore, even when the traction control is repeatedly executed, the driver's intention to accelerate is hindered. It can be prevented from being done.

Further, in the vehicle traction control device 1 of the present embodiment, when the operation of a predetermined switch 13 of the vehicle is detected when the driving force is increased during the execution of the traction control, the driving during the execution of the traction control is performed. Since the increase in the force is canceled, even when the driving force during the execution of the traction control is increased, the increase in the driving force during the execution of the traction control can be canceled by detecting the operation of the switch. can.

The present invention is not limited to the above-described embodiment in terms of type, shape, arrangement, number, etc. of members, and does not deviate from the gist of the invention, such as appropriately substituting its constituent elements with those having the same effect and effect. Of course, it can be changed as appropriate within the range.

Specifically, in the above embodiment, the traction control is started or ended based on the slip ratio, but the traction control is not limited to this, and the traction control is started based on the engine speed, the throttle opening, or the vehicle speed or the wheel speed. Alternatively, it may be terminated. At this time, the control unit 2b calculates the engine speed NE based on the electric signal indicating the crank angle input from the crank angle sensor 15, and the electric signal indicating the throttle opening TH input from the throttle position sensor 14. The throttle opening degree is calculated based on the above, or the vehicle speed or the wheel speed is calculated based on the electric signal indicating the rotation speed Vf input from the front wheel speed sensor 11.

As described above, the present invention provides a vehicle traction control device capable of preventing the vehicle driver's intention to accelerate even when the traction control is repeatedly executed. It is expected that it can be widely applied to traction control devices for motorcycles due to its general-purpose universal nature.

1 ... Vehicle traction control device 2 ... CPU
2a ... Slip rate calculation unit 2b ... Control unit 3 ... Timer 4 ... Counter 11 ... Front wheel speed sensor 12 ... Rear wheel speed sensor 13 ... Switch 14 ... Throttle position sensor 15 ... Crank angle sensor 16 ... Fuel injection valve 17 ... Spark plug 18 … Throttle motor

Claims (2)

A vehicle traction control device including a control unit that executes traction control for controlling the driving force of the driving wheels so that the slips of the driving wheels of the vehicle converge.
The control unit
When the start and end of the execution of the traction control are repeated a predetermined number of times in a predetermined time, the driving force during the execution of the traction control is increased.
A vehicle traction control device characterized by the fact that. The control unit
When the operation of a predetermined switch of the vehicle is detected when the driving force is increased during the execution of the traction control, the increase in the driving force during the execution of the traction control is released.
The vehicle traction control device according to claim 1.

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