JP3182996B2 - Wheel slip control device - Google Patents

Abstract

PURPOSE:To provide a wheel slippage control device capable of improving the drivability of a vehicle by enhancing the stability of a outer wheels white turning around. CONSTITUTION:A wheel speed-detection means M1 detects each speed of right and left driving wheels and following wheels. A correction means M2 applies increasing correction to the wheel speed of an outer side one of the driving wheels in turnaround motion in accordance with a driving condition of a vehicle. A slippage control means M3 controls to surpass accelerating slippage of the driving wheels on the basis of the corrected wheel speed of the turning around outer and the following wheels and the respective wheel speeds of the driven wheels and inside one of the turning around driving wheels.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a wheel slip control device, and more particularly to a wheel slip control device for suppressing a slip generated on a driving wheel when a vehicle is accelerated.

[0002]

2. Description of the Related Art Conventionally, there is a wheel slip control device that suppresses slip by performing engine output control and brake control when a slip occurs on a driving wheel during vehicle acceleration.

For example, a wheel slip control device described in Japanese Patent Application Laid-Open No. 3-246153 performs acceleration slip control of a drive wheel based on a speed difference between a drive wheel and a driven wheel. When the value is equal to or more than the value, the left and right integrated control for uniformly increasing the brake pressure for the left and right drive wheels is performed.

[0004]

However, when the vehicle is driven by the rear wheels, if the vehicle is accelerated while turning at low and medium speeds and at a large steering angle, the rear wheels tend to suddenly slip to the outside of the turn. In addition, even during steady circular turning at low and medium speeds and a large steering angle, the turning radius of the rear wheel, which is the driving wheel, becomes smaller than that of the front wheel, and the driven wheel speed becomes larger than the driving wheel speed. There are problems such as the delay of the start of the slip control and the calculation of the drive wheel slip amount being small and the slip control amount being insufficient. In particular, in terms of turning stability, it is important to secure the lateral force of the wheel on the outside of the turn, which has a large effect on the above-mentioned problem.

SUMMARY OF THE INVENTION The present invention has been made in view of the above points, and a wheel slip control for improving the stability of a turning outer wheel and improving vehicle traveling performance by increasing and correcting the wheel speed of a driving wheel on a turning outer side. It is intended to provide a device.

[0006]

FIG. 1 shows the principle of the present invention.

In FIG. 1, a wheel speed detecting means M1 detects the wheel speed of each of the left and right driving wheels and the driven wheels.

[0008] The correction means M2 performs an increase correction of the wheel speeds of the drive wheels on the outer side of the turn among the detected wheel speeds according to the driving state of the vehicle.

The acceleration slip control means M3 performs control for suppressing the slip of the drive wheel based on the corrected wheel speed of the drive wheel on the outside of the turn and the wheel speed of the driven wheel and the drive wheel on the inside of the turn.

[0010]

According to the present invention, since the wheel speeds of the driving wheels on the outer side of the turn are increased and corrected, the difference between the front and rear wheel speeds on the outer side of the turn is increased. Can be prevented, and shortage of the slip control amount can be prevented.

[0011]

FIG. 2 is a schematic configuration diagram showing the configuration of a rear-wheel drive vehicle provided with the acceleration slip control device of the present invention.

As shown in FIG. 1, the vehicle of this embodiment has a brake master cylinder 2, wheel cylinders 5 and 6 for left and right front wheels 3 and 4 as driven wheels, and left and right rear wheels 7 and 8 as driving wheels.
, A hydraulic source 11, an anti-skid control hydraulic circuit 12, and an acceleration slip control hydraulic circuit 13A, 13B.

First hydraulic chamber 2 of brake master cylinder 2
The left and right front wheel anti-skid control displacement control valves 14 and 15 are disposed in the brake hydraulic circuit extending from a to the wheel cylinders 5 and 6 of the left and right front wheels 3 and 4. Also, the left and right rear wheels 7 and 8 are moved from the second hydraulic chamber 2 b of the brake master cylinder 2.
The brake hydraulic circuit to each of the wheel cylinders 9 and 10 includes a proportioning valve 16, a rear wheel anti-skid control displacement control valve 17, a first solenoid valve 18 and a check valve 19 disposed in parallel, and an acceleration valve. A slip control displacement control valve 20 is provided.

At the time of anti-skid control, the hydraulic circuit 13
Since the first solenoid valves 18A and 13B are not excited and are at the illustrated positions, the rear wheel anti-skid control capacity control valve 17 and the acceleration slip control capacity control valve 20 are used.
And are kept in communication. Also, the hydraulic circuits 13A, 13A
B. Since the second solenoid valve 21 and the third solenoid valve 22 disposed in series with the control input port 20a of each of the acceleration slip control displacement control valves 20 are not excited and both are at the illustrated positions, the acceleration slip control is performed. The control hydraulic chamber 20 b of the capacity control valve 20 is connected to the reservoir 2 of the hydraulic power source 11.
3 is kept in communication. Accordingly, the piston 20c of the acceleration slip control displacement control valve 20 is kept at the position shown in the figure by the bias of the spring 20d. At this time, the rear wheel anti-skid control capacity control valve 17 is connected to the first control input port 17a by a rear first wheel switching valve 24 and a rear second wheel switching serially connected to the rear first wheel switching valve 24. By the combination of excitation and non-excitation with the valve 25, (A1) the oil pressure from the pump 27 driven by the pump drive motor 26 of the oil pressure source 11 and the oil pressure from the accumulator 28 that accumulates the oil pressure are converted into oil pressure according to the brake operation amount. The output port 29a of the regulator 29 to
Communication state with control input port 17a.

(A2) A state in which each of the first control input port 17a, the regulator 29, and the reservoir 23 is disconnected.

(A3) The state of communication between the first control input port 17a and the reservoir 23. To three states.

On the other hand, the second control input port 17b is always in communication with the output port 29a of the regulator 29.

Accordingly, the capacity control valve 17 for rear wheel anti-skid control operates as follows corresponding to the above three states.

That is, the pressure in the first hydraulic chamber 17c having the first control input port 17a is increased (A1) and maintained (A1).
2) or the pressure is reduced (A3), and the capacity of the brake hydraulic chamber 17d changes according to the pressure in the first hydraulic chamber 17c.
Accordingly, the rear wheel anti-skid control displacement control valve 17 increases the pressure in the left and right rear wheel cylinders 9 and 10 via the first solenoid valve 18 or the check valve 19 (A1).
Hold (A2) or decompress (A3).

The left and right front wheel anti-skid control capacity control valves 14 and 1 are activated and de-energized by the left and right front wheel first and second switching valves 30 and 31, and the right front wheel first and second switching valves 32 and 33.
5 also acts on the front left and right wheel wheel cylinders 5 and 6 in the same manner.

Each of the first and second switching valves 2 as described above
The excitation and non-excitation of 4, 25, 30, 31, 32, 33
This is performed by an anti-skid control device (not shown).

Next, at the time of executing the acceleration slip control, the first solenoid valves 18 of the hydraulic circuits 13A and 13B are used.
Is excited to switch to the position shown on the right side of FIG. 2 to cut off the communication. For this reason, the communication between the rear wheel anti-skid control displacement control valve 17 and the acceleration slip control displacement control valve 20 is cut off by the first solenoid valve 18 and the check valve 19. At this time, the acceleration slip control displacement control valves 20 of the hydraulic circuits 13A and 13B are connected to the second and third solenoid valves 2 connected to the control input port 20a.
(B1) The communication state between the accumulator 28 and the control input port 20a by the combination of the excitation and non-excitation of the first and the second.

(B2) A communication state between the accumulator 28 and the control input port 20a via a throttle valve. (B3) A communication state between the reservoir 23 and the control input port 20a via the throttle valve. (B4) The communication state between the reservoir 23 and the control input port 20a. It changes to the four states.

Accordingly, the hydraulic circuit 1 corresponds to each of the above states.
Acceleration slip control displacement control valve 20 for each of 3A and 13B
Works as follows.

That is, the pressure in the control hydraulic chamber 20b having the control input port 20a is increased (B1), gradually increased (B2), gradually reduced (B3), or reduced (B4). The volume of the control hydraulic chamber 20b changes, and the piston 20c moves in the left-right direction in FIG. 2 against the bias of the spring 20d. Thereby, the brake hydraulic chamber 20e
The hydraulic pressure is supplied to the left and right rear wheel wheel cylinders 9 and 10 from the output port 20f of the vehicle. Therefore, the pressure in the wheel cylinders 9 and 10 of the left and right rear wheels 7 and 8 is increased (B1), gradually increased (B2), gradually reduced (B3), or reduced (B3).
4) Yes.

The brake control of the rear wheels is performed by the acceleration slip control circuit 40 when the acceleration slip occurs, and the second solenoid valve 18 and the hydraulic circuits 13A and 13B respectively perform the second and second brake operations.
This is performed by controlling the driving of the third solenoid valves 21 and 22 and the pump drive motor 26.

That is, the acceleration slip control circuit 40 includes a pedal switch 44 for outputting an ON / OFF signal according to the presence or absence of operation of the brake pedal 44a, a left front wheel rotation speed sensor 45 for detecting the rotation speed of the left front wheel 3, and a right A right front wheel speed sensor 46 for detecting a rotation speed of the front wheel 4, a left rear wheel rotation speed sensor 47 for detecting a rotation speed of the left rear wheel 7, a right rear wheel rotation speed sensor 48 for detecting a rotation speed of the right rear wheel 8, A rotation speed sensor 49 for detecting a rotation speed of the internal combustion engine that drives the left and right rear wheels 7 and 8, and an opening of a main throttle valve 51 that opens and closes an intake passage 53 of the internal combustion engine when a vehicle driver operates an accelerator pedal 50. The acceleration slip control circuit 40 receives a detection signal from the throttle position sensor 52 for detecting the degree of acceleration, and the acceleration slip control circuit 40 detects the acceleration slip of the rear wheel based on the detection signal from each sensor. By detecting the up state, performing a brake control for the rear wheel.

A drive motor 55 for driving a sub-throttle valve 54 provided in the intake passage 48 of the internal combustion engine is connected to the acceleration slip control circuit 40, and opens and closes the sub-throttle valve 54 when an acceleration slip occurs. The output torque of the internal combustion engine that drives the left and right rear wheels 7, 8 is controlled.

As shown in FIG. 3, the acceleration slip control circuit 40 is configured as a logic operation circuit centered on a CPU 40a, a ROM 40b, a RAM 40c, a backup RAM 40d, and the like, and has an input port 40f via a common bus 40e.
And connected to the output port 40g to perform input / output with the outside.

The detection signals from the pedal switch 44, the rotational speed sensor 49, and the throttle position sensor 52 are directly supplied to the rotational speed sensors 4 for the left and right front wheels and the left and right rear wheels.
The detection signals of 5, 46, 47 and 48 are supplied to the waveform shaping circuit 40h.
Via the input port 40f to the CPU 40a.

The drive circuits 40i ₁ , 40j ₁ , 40k ₁ of the first to third solenoid valves 18, 21, 22 of the hydraulic circuits 13A, 13B, the pump driving motor 26, and the sub-throttle valve 55, respectively. , 40i ₂ ,
40j ₂ , 40k ₂ , 40m, 40n are also provided.
U40a is connected to each of the driving circuits 4 through an output port 40g.
0i ₁ , 40j ₁ , 40k ₁ , 40i ₂ , 40j ₂ , 4
Control signals are output to 0k ₂ , 40m, and 40n.

FIG. 4 shows a flowchart of the driving wheel speed correction processing executed by the acceleration slip control circuit 40. This process is repeatedly executed at predetermined time intervals.

In FIG. 5, in step S10, the detection signals of the rotation speed sensors 45, 46, 47, and 48 are read, and the wheel speeds VwFL of the front left wheel wFL, front right wheel wFR, rear left wheel wRL, and rear right wheel wRR are read. , VwFR, VwR
L and VwRR are obtained. Next, in step S20, the speed difference ΔVF between the left and right front wheels, which is the driven wheel, is equal to VwFR−VwFL.
Is calculated.

In step S30, the sign of the speed difference ΔVF is negative and the vehicle turns right and the vehicle speed VT0 is 10 to 60 km /
It is determined whether the vehicle is turning at low to medium speed in the range of h. However, the average value of the wheel speeds VwFR and VwFL of the front wheels is used as the vehicle speed VT0. If it is determined in step S30 that the vehicle is turning right at low to medium speed, the process proceeds to step S40. Otherwise, the process proceeds to step S50.

In step S40, the wheel speed VwRR is set as it is for the control drive wheel speed sVwRR inside the turn, and the wheel speed VwRL and the correction value f (VTO, | ΔVF |) are set for the control drive wheel speed sVwRL outside the turn. The addition value is set, and the process ends. As shown in FIG. 5, the correction value f is a two-dimensional map based on the vehicle speed VT0 and the absolute value of the speed difference ΔVF. The value increases as the absolute value of the speed difference ΔVF increases, and as the vehicle speed VT0 increases. Becomes smaller. This correction value f corresponds to the vehicle speed VT0 shown in FIG.
And a correction amount based on the speed difference ΔVF shown in FIG. 6B.

At the time of turning, the front wheels (driven wheels) as shown in FIG.
The turning radius, ie, the wheel speed, differs between the rear wheel (drive wheel) and the rear wheel (drive wheel). FIG. 6 (A),
The correction amount shown in (B) is set for the purpose of making the turning outer drive wheel speed close to the turning outer driven wheel speed. The correction value should be originally obtained based on the distance between the turning center and each wheel. However, since the calculation time is long and the accuracy is not so required, in this embodiment, the vehicle speed VT0 and the speed difference ΔVF are used.
Ask from. In FIG. 6A, the steering angle of the turning becomes smaller as the speed becomes higher, so that the correction amount is made smaller, and a maximum guard is provided in order to prevent malfunction of the acceleration slip control and poor turning acceleration.

In FIG. 6 (B), the difference between the left and right speeds of the driven wheels is large, and the larger the steering angle, the larger the correction amount. The guard of the maximum value is set to prevent malfunction of the acceleration slip control and poor turning acceleration. Is provided.

In step S50, the sign of the speed difference ΔVF is positive and the vehicle turns left and the vehicle speed VT0 is 10 to 60 km /
It is determined whether the vehicle is turning at low to medium speed in the range of h. If it is determined in step S50 that the vehicle is turning left at low to medium speed, step S50 is executed.
Go to 60, otherwise go to step S70.

In step S60, the wheel speed VwRL is set to the control drive wheel speed sVwRL on the inside of the turn, and the wheel speed VwRR and the correction value f (VT0, | VF |) are set for the control drive wheel speed sVwRR on the outside of the turn. The addition value is set, and the process ends.

Next, the acceleration slip control executed by the acceleration slip control circuit 40 will be described with reference to the flowcharts of FIGS.

FIG. 8 is a flow chart showing a control amount calculation for opening / closing control of the sub-throttle valve 54, which is repeatedly executed at predetermined time intervals.

As shown in the figure, when this processing is started,
First, step S100 is executed to calculate the vehicle speed VT0 and the drive wheel speed VR. Here, the vehicle speed VT0 is an average value of the wheel speeds VwFR and VwFL, and the drive wheel speed VR is an average value of the control drive speeds sVwRR and sVwRL.

Next, at step S110, the target driving wheel speed VS is calculated from the vehicle speed VT0 calculated above using the following equation.
Is calculated.

VS = VT0 · a Here, a is a constant of 1 or more. In order to set the target driving wheel speed VS so as to obtain the maximum frictional force between the driving wheel and the road surface, the slip ratio is taken into consideration. Therefore, a value of about 1.12 to 1.20 is used.

Next, in step S120, it is determined whether or not the opening / closing control execution flag FS set at the start of the opening / closing control in a later-described process is in a reset state, that is, whether the opening / closing control of the sub-throttle valve 54 is currently being executed. If it is determined that the opening / closing control execution flag FS is in the reset state and the opening / closing control is not being executed, step S
Move to 130.

In step S130, whether the execution condition of the open / close control is satisfied is determined by whether the main throttle valve 51 is not fully closed and the drive wheel speed VR is equal to or higher than the target drive wheel speed VS. to decide. If it is determined in step S130 that the opening / closing control execution condition is not satisfied, the process is temporarily terminated as it is, and if not, the process proceeds to step S140.

In step S140, it is determined whether or not a predetermined time (for example, 8 msec) has elapsed after the opening / closing control execution condition has been satisfied. If the predetermined time has not elapsed, the process ends. This is to prevent the execution of the opening / closing control of the throttle valve by judging that the acceleration slip has occurred in response to the instantaneous fluctuation of the rotation of the drive wheels 7 and 8 due to the unevenness of the road surface.

Next, when it is determined in step S140 that a predetermined time has elapsed after the opening / closing control execution condition has been satisfied, the process proceeds to step S150, in which the opening / closing control execution flag FS is set. 49
A correction coefficient K used for calculating the control amount Δθs of the sub-throttle valve 54 is obtained by interpolating from the map based on the rotational speed NE of the internal combustion engine detected by the above and the throttle opening θ.

This is because the relationship between the throttle opening .theta. And the output torque of the internal combustion engine responds with good sensitivity at low opening, and has little effect on the increase in torque from medium opening to high opening. This is to prevent the control amount of the sub-throttle valve 54 from becoming unnecessarily large and the response of the control by the sub-throttle valve 54 from being lowered.

When calculating the correction coefficient K, when the main throttle opening .theta.M is equal to or smaller than the sub-throttle opening .theta.S at the start of control or the like, the main throttle valve 51 detected by the throttle position sensor 52 is used.
Is used as the throttle opening .theta .. When the sub-throttle opening .theta.S becomes smaller than the main throttle opening .theta.M after the start of the opening / closing control described later, it is determined based on the control amount of the sub-throttle valve 54. Is used as the throttle opening θ.

When the correction coefficient K is obtained in this manner, the flow shifts to the next step S170, where the sub-throttle valve 54
Is calculated by the following equation: Δθs = K ｛α · ΔV + β · ΔV｝ −γ · PBC, and the process is once terminated.

The control amount Δθs is a time differential value of the sub-throttle opening command value θs and is a target rotation speed of the drive motor 55 for driving the sub-throttle valve.

In the above equation, α is a proportional gain,
β is a differential gain, ΔV is a difference between the target drive wheel speed VS and the drive wheel speed VR (VS−VR), ΔΔV is a time differential value thereof, PBC is a brake oil pressure of the drive wheel boosted by a brake control described later, γ Is the correction coefficient.

Next, if it is determined in step S120 that the open / close control execution flag FS is in the set state, that is, if the open / close control of the sub-throttle valve 54 has already been executed, the process proceeds to step S180. In the drive processing of the sub-throttle valve 54 described later, after the opening / closing control is started,
A flag Fo that is set when the opening degree (sub-throttle opening degree) θS of the sub-throttle valve 54 becomes equal to or less than the opening degree (main throttle opening degree) θM of the main throttle valve 51.
Is determined, and if the flag Fo is not set, the process directly proceeds to step S160.

If the flag Fo has been set, the flow shifts to step S190, and thereafter, it is determined whether or not the sub throttle opening θS has become larger than the main throttle opening θM. If θM ≧ θS, step S1 is performed again.
The process proceeds to 60, and if θM <θS, it is determined that acceleration slip does not occur on the driving wheels anymore, and the flags FS and Fo are reset in steps S200 and S210, and then the process is terminated once.

Next, FIG. 9 is a flowchart showing a sub-throttle valve driving process executed at predetermined time intervals to open and close the sub-throttle valve 54 based on the control amount θS calculated as described above.

As shown in the figure, when this processing is executed, it is first determined in step S300 whether or not the open / close control execution flag FS is currently set.
If S has been set, the process proceeds to step S310 to determine whether or not the sub-throttle opening θS is equal to or less than the main throttle opening θM. If θM <θS, the process proceeds to step S320 to drive the drive motor 55 to close the sub-throttle valve 54 rapidly.
The process ends once.

On the other hand, if .theta.M.gtoreq..theta.S, the routine proceeds to step S330, where the flag Fo is set, and at step S340, the drive motor is opened and closed to open and close the sub-throttle valve 54 in accordance with the set control amount .DELTA..theta.S. After driving 55, the process is once ended.

Next, if it is determined in step S300 that the open / close control execution flag FS is in the reset state, the flow shifts to step S350, where the sub-slot valve 54
It is determined whether or not is fully opened. This determination is made based on whether or not the sub-throttle opening θS is equal to or greater than the maximum value θSMAX. If θS <θSMAX, the driving motor 55 is driven to rapidly open the sub-throttle valve in step S360, and then the process is terminated. Is terminated, and if the sub-throttle valve 55 is fully opened, the driving of the drive motor 55, that is, the sub-throttle valve 54 is stopped in step S370, and the process is terminated once.

That is, when the acceleration slip of the driving wheel is detected based on the driving wheel speed VR and the control reference value VS, the opening / closing control of the sub-throttle valve 54 is started, and the driving wheel speed V
The sub-throttle valve 54 controlled based on the deviation ΔV between R and the control reference value VS and the brake oil pressure PBC of the drive wheels
When the opening .theta.S exceeds the main throttle opening .theta.M, it is determined that the vehicle is in an operating state where it is not necessary to execute the acceleration slip control, and the opening and closing control of the sub-throttle valve 54 is ended.

FIG. 10 is a flowchart of a brake control process executed by the acceleration slip control circuit 40.
This process is separately executed for each of the left rear wheel wRL and the right rear wheel wRR, and is repeatedly executed at predetermined time intervals together with the sub-throttle valve control amount calculation process.

When the process is started as shown in the figure, first, in step S400, it is determined whether or not the brake control execution flag FB set at the start of the execution of the brake control is in a reset state, that is, the current brake control is not executed. It is determined whether or not it is in the state.

When the brake control execution flag FB is reset and the brake control is not executed,
The process proceeds to step S410 to determine whether or not the brake operation has been performed by the vehicle driver with the pedal switch 44 turned off and the drive wheel speed sVwRL or sVwRR is equal to or higher than the target drive wheel speed VS. It is determined whether the execution condition is satisfied. If it is determined in step S410 that the execution condition of the brake control is not satisfied, the process is temporarily terminated, and if it is determined that the execution condition of the brake control is satisfied, the process proceeds to step S4.
20 and sets the brake control execution flag FB indicating the execution of the brake control, and then proceeds to step S430
Move to

In step S430, the brake control is executed as shown in the following table.

[0065]

[Table 1]

Here, ΔV is the rotational acceleration of the drive wheel, G1
Represents a positive reference acceleration, G2 represents a negative reference acceleration, and F
U is the pressure increase in the aforementioned acceleration slip control device 1, S
U represents control for gradually increasing pressure, FD represents control for reducing pressure, and SD represents control for gradually reducing pressure.

That is, in step S430, the drive wheel speed s
The drive wheel acceleration ΔV is calculated based on VwRL or sVwRR, and if the drive wheel speed sVwRL or sVwRR is equal to or higher than the target drive wheel speed VS and the drive wheel acceleration ΔV is equal to or higher than G2, the oil pressure is increased; As a result, the rotation speed of the drive wheels is rapidly reduced.

Next, in step S440, the difference between the integral value 昇 圧 TP of the brake oil pressure increase control time TP and the value (KcΣTDP) obtained by multiplying the integral value ΣTDP of the brake oil pressure decrease control time TDP by the correction coefficient Kd is calculated. , The brake oil pressure P of the drive wheel wRL or wRR by the brake control.
Calculate BC.

In the following step S450, it is determined whether or not the calculated brake oil pressure PBC is equal to or less than 0. If the brake oil pressure PBC is equal to or less than 0, the acceleration slip control by the brake control is terminated. To step S460, and the brake control execution flag FB
After resetting, the process is temporarily terminated, otherwise, the process is terminated once.

The correction coefficient Kd used for calculating the brake oil pressure is a coefficient used because the rate of change of the oil pressure is different between the pressure increase control and the pressure decrease control.

As described above, the brake control of the drive wheels is repeatedly executed according to the drive wheel speeds sVwRL, sVwRR and the drive wheel acceleration ΔV until the brake oil pressure once increased becomes zero after the occurrence of the acceleration slip.

As described above, in the process shown in FIG. 4, the wheel speeds of the drive wheels outside the turning are increased and corrected in step S40 or S60 during low-medium speed turning. In the sub-throttle control shown in FIGS. 8 and 9, step S10 is executed.
Based on 0, the vehicle speed VT0 for determining the start of control and calculating the control amount ΔθS is calculated from the wheel speeds of the drive wheels on the outer side of the turn that have been increased and the wheel speeds of the driven wheels and the inner side of the turn. Therefore, the start of the sub-throttle control determined in step S130 is not delayed, and the control amount Δθ calculated in step S170 is prevented from becoming insufficient.

Further, in the brake control shown in FIG. 10, the left rear wheel and the right rear wheel are independently controlled, and the driving wheel (the left rear wheel or the right rear wheel) on the outer side of the turn is subjected to the increased wheel speed. Are used to determine the start of brake control and calculate the brake oil pressure in steps S410 and S440. Accordingly, the start of the brake control is not delayed, and the shortage of the control amount is prevented.

The detected steering angle obtained from the steering angle sensor or the vehicle yaw rate obtained from the yaw rate sensor may be used instead of the speed difference ΔVF used in the above embodiment. However, in this case, an extra sensor is required.

[0075]

As described above, according to the wheel slip control device of the present invention, by increasing and correcting the wheel speed of the driving wheel on the outside of turning, the stability of the turning outer wheel is improved, and the vehicle traveling performance is improved. It is very useful in practice.

[Brief description of the drawings]

FIG. 1 is a principle diagram of the present invention.

FIG. 2 is a configuration diagram of the device of the present invention.

FIG. 3 is a block diagram of an acceleration slip control circuit.

FIG. 4 is a flowchart of a drive wheel speed correction process.

FIG. 5 is a diagram showing a two-dimensional map of correction values.

FIG. 6 is a diagram showing a map of a correction amount.

FIG. 7 is a diagram for explaining the present invention.

FIG. 8 is a flowchart of a sub-throttle control process.

FIG. 9 is a flowchart of a sub-throttle control process.

FIG. 10 is a flowchart of a brake control process.

[Explanation of symbols]

 M1 Brake control means M2 First rise temperature calculation means M3 Second rise temperature calculation means M4 Low temperature calculation means M5 Temperature estimation means M6 Engine control means M7 Distribution variable means

──────────────────────────────────────────────────続 き Continued on the front page (58) Field surveyed (Int.Cl. ⁷ , DB name) G01P 3/00-3/56 B60T 8/58 F02D 29/00-29/02

Claims (1)

(57) [Claims] 1. A wheel speed detecting means for detecting a wheel speed of each of a left and right driving wheel and a driven wheel, and a wheel speed of a driving wheel on the outer side of turning among the detected wheel speeds according to a driving state of the vehicle. Correction means for performing the increase correction, and slip control means for performing control for suppressing acceleration slip of the drive wheels based on the corrected wheel speeds of the drive wheels on the outside of the turn, and the respective wheel speeds of the driven wheels and the inside of the turn. A wheel slip control device comprising: