JP7279529B2 - vehicle traction control - Google Patents

vehicle traction control Download PDF

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JP7279529B2
JP7279529B2 JP2019106744A JP2019106744A JP7279529B2 JP 7279529 B2 JP7279529 B2 JP 7279529B2 JP 2019106744 A JP2019106744 A JP 2019106744A JP 2019106744 A JP2019106744 A JP 2019106744A JP 7279529 B2 JP7279529 B2 JP 7279529B2
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traction control
vehicle
predetermined
slip amount
accelerator opening
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JP2020199823A (en
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浩光 西澤
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Suzuki Motor Corp
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Suzuki Motor Corp
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Priority to DE102020103146.7A priority patent/DE102020103146A1/en
Priority to FR2005802A priority patent/FR3096946B1/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/175—Brake regulation specially adapted to prevent excessive wheel spin during vehicle acceleration, e.g. for traction control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/58—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration responsive to speed and another condition or to plural speed conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/02—Control of vehicle driving stability
    • B60W30/045—Improving turning performance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18072—Coasting
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18172—Preventing, or responsive to skidding of wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/16—Curve braking control, e.g. turn control within ABS control algorithm
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/12—Lateral speed
    • B60W2520/125—Lateral acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/14—Yaw
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/26—Wheel slip
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/28—Wheel speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/18—Steering angle

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Regulating Braking Force (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Description

本発明は、車両のトラクション制御装置に関する。 The present invention relates to a vehicle traction control system.

従来から、発進時や加速時の車輪の空転を抑える車両のトラクション制御システム（ＴＳＣ：Traction Control System）が提案されている。
例えば特許文献１には、駆動状態での駆動輪のスリップ傾向を少なくとも目標駆動輪速度に対する駆動輪のスリップ率から判断し、駆動輪がスリップ傾向にあるときに駆動トルクを減少させる車両のトラクション制御方法において、左、右従動輪速度のハイセレクト値を、車両旋回時の内、外輪速度差に応じて左、右駆動輪毎に補正した値に基づいて目標駆動輪速度を設定することが開示されている。 Conventionally, there has been proposed a traction control system (TSC) for a vehicle that suppresses wheel slipping at the time of starting or accelerating.
For example, Patent Document 1 discloses vehicle traction control that determines the slip tendency of the drive wheels in a driving state from at least the slip rate of the drive wheels with respect to the target drive wheel speed, and reduces the driving torque when the drive wheels are in the slip tendency. In the method, a target drive wheel speed is set based on a value obtained by correcting the high select value of the left and right driven wheel speeds for each of the left and right drive wheels according to the difference in speed between the inner and outer wheels when the vehicle is turning. It is

特開平３－１２１９６５号公報JP-A-3-121965

トラックのように、重積載と軽積載や無積載とで車両後部の重量が大きく変わるような車両では、軽積載や無積載の状態で旋回を行ったときに、内輪側の後輪にスリップが発生しやすく、トラクション制御が作動する。一方、このときドライバはスリップしていると感じていないことがあり、ドライバのフィーリングに合わないトラクション制御の作動になり、ドライバが不要作動と感じるおそれがある。
特許文献１は、車両旋回時に左、右駆動輪に適正な駆動力を発揮させるようにしたものであるが、ドライバが不要作動と感じるようなトラクション制御の作動を抑えるようにしたものではない。 In vehicles such as trucks, where the weight of the rear of the vehicle varies greatly depending on whether it is heavily loaded, lightly loaded, or unloaded, the rear wheel on the inside wheel side may slip when turning with a light load or no load. It is likely to occur and traction control is activated. On the other hand, at this time, the driver may not feel that the vehicle is slipping, and the traction control operation may not match the driver's feeling, and the driver may feel that the operation is unnecessary.
Patent document 1 is designed to exert proper driving force on the left and right drive wheels when the vehicle is turning, but it is not designed to suppress the operation of traction control that the driver feels is unnecessary operation.

本発明はかかる実情に鑑みてなされたものであり、ドライバが不要作動と感じるようなトラクション制御の作動を抑えることを目的とする。 SUMMARY OF THE INVENTION The present invention has been made in view of such circumstances, and it is an object of the present invention to suppress the operation of traction control that the driver feels is an unnecessary operation.

本発明の車両の制御装置は、車輪のスリップ量が所定のスリップ量を超えたときに、トラクション制御を作動させる車両のトラクション制御装置であって、旋回中で、かつ非加速操作中であるときであって、車速が所定の車速よりも低いとき、前記所定のスリップ量を大きくする変更手段を備えたことを特徴とする。 A control device for a vehicle according to the present invention is a traction control device for a vehicle that activates traction control when a wheel slip amount exceeds a predetermined slip amount, and during turning and non-acceleration operation. It is characterized by comprising change means for increasing the predetermined slip amount when the vehicle speed is lower than a predetermined vehicle speed .

本発明によれば、ドライバが不要作動と感じるようなトラクション制御の作動を抑えることができる。 According to the present invention, it is possible to suppress the operation of the traction control that the driver feels is unnecessary operation.

本発明を適用可能な車両である四輪の自動車の構成例を示す図である。1 is a diagram showing a configuration example of a four-wheel automobile, which is a vehicle to which the present invention can be applied; FIG. 実施例に係るトラクション制御装置の機能構成を示す図である。It is a figure which shows the functional structure of the traction control apparatus which concerns on an Example. 実施例に係るトラクション制御装置において所定のスリップ量を変更する処理を示すフローチャートである。4 is a flowchart showing processing for changing a predetermined slip amount in the traction control system according to the embodiment; 所定のスリップ量を通常値よりも大きくする範囲を説明するための図である。FIG. 4 is a diagram for explaining a range in which a predetermined slip amount is made larger than a normal value; 時系列での車速変化、ステアリング角変化、アクセル開度変化、スリップ量変化、トラクション制御の作動有無の変化の例を示す特性図である。FIG. 5 is a characteristic diagram showing an example of vehicle speed change, steering angle change, accelerator opening change, slip amount change, and change in the presence or absence of operation of traction control in time series. 時系列での車速変化、車輪速変化、ステアリング角変化、アクセル開度変化、横Ｇ変化、ヨーレート値変化、スリップ量変化、トラクション制御の作動有無の変化の例を示す特性図である。FIG. 5 is a characteristic diagram showing an example of vehicle speed change, wheel speed change, steering angle change, accelerator opening change, lateral G change, yaw rate value change, slip amount change, and change in the presence or absence of traction control in time series.

本発明の一実施形態に係る車両のトラクション制御装置は、車輪のスリップ量が所定のスリップ量を超えたときに、トラクション制御を作動させる車両のトラクション制御装置であって、旋回中で、かつ非加速操作中であるとき、前記所定のスリップ量を大きくする変更手段を備える。このように旋回中で、かつ非加速操作中であるとき、所定のスリップ量を大きくすることによりトラクション制御に入りにくくするので、ドライバが不要作動と感じるようなトラクション制御の作動を抑えることができる。 A traction control device for a vehicle according to one embodiment of the present invention is a traction control device for a vehicle that activates traction control when a wheel slip amount exceeds a predetermined slip amount. A change means is provided for increasing the predetermined amount of slip during an acceleration operation. In this way, when the vehicle is turning and the vehicle is not accelerating, the predetermined amount of slip is increased to make it difficult for the traction control to enter. .

以下、添付図面を参照して、本発明の好適な実施例について説明する。
図１に、本発明を適用可能な車両である四輪の自動車の構成例を示す。本実施例では、自動車としていわゆる軽トラックを例とする。実施例に係る軽トラックは、動力源として内燃機関であるエンジン１を搭載し、例えばフロントエンジン・リアドライブ方式（ＦＲ）でエンジン１の動力を後輪２に伝える。
各車輪（後輪２及び前輪３）には、ブレーキ４が設けられる。また、各車輪２、３には、車輪速を検出する車輪速センサ５が設けられる。
また、ステアリング６の回転角度（ステアリング角と称する）を検出するステアリング角センサ７と、アクセル８の開度（アクセル開度と称する）を検出するアクセル開度センサ９とが設置される。
また、トラクション制御装置１００が設置される。トラクション制御装置１００は、車輪のスリップ量が所定のスリップ量を超えたときに、トラクション制御を作動させる。 Preferred embodiments of the present invention will now be described with reference to the accompanying drawings.
FIG. 1 shows a configuration example of a four-wheeled automobile, which is a vehicle to which the present invention can be applied. In this embodiment, a so-called light truck is taken as an example of an automobile. The light truck according to the embodiment is equipped with an engine 1, which is an internal combustion engine, as a power source, and transmits the power of the engine 1 to rear wheels 2 by, for example, a front engine/rear drive system (FR).
A brake 4 is provided for each wheel (rear wheel 2 and front wheel 3). Each wheel 2, 3 is provided with a wheel speed sensor 5 for detecting the wheel speed.
Further, a steering angle sensor 7 for detecting the rotation angle of the steering wheel 6 (referred to as steering angle) and an accelerator opening sensor 9 for detecting the opening of the accelerator 8 (referred to as accelerator opening) are installed.
Also, a traction control device 100 is installed. The traction control device 100 activates traction control when the wheel slip amount exceeds a predetermined slip amount.

図２に、実施例に係るトラクション制御装置１００の機能構成を示す。
トラクション制御装置１００は、入力部１０１と、トラクション制御部１０２と、変更部１０３とを備える。
入力部１０１は、車輪速センサ５により検出される車輪速、ステアリング角センサ７により検出されるステアリング角、アクセル開度センサ９により検出されるアクセル開度を入力する。 FIG. 2 shows the functional configuration of the traction control device 100 according to the embodiment.
The traction control device 100 includes an input section 101 , a traction control section 102 and a changing section 103 .
The input unit 101 inputs the wheel speed detected by the wheel speed sensor 5 , the steering angle detected by the steering angle sensor 7 , and the accelerator opening detected by the accelerator opening sensor 9 .

トラクション制御部１０２は、車輪速センサ５により検出される車輪２、３のスリップ量が所定のスリップ量を超えたときに、トラクション制御を作動させる。トラクション制御は、既存のものを利用すればよい。トラクション制御では、燃料供給量を絞る、点火を停止する等によりエンジンの出力を抑えるエンジントルクダウン制御、及び、空転している車輪にブレーキをかけるブレーキ制御のいずれか一方又は両方を行う。所定のスリップ量は、トラクション制御の作動の閾値となるものであるが、例えばエンジントルクダウン制御用の閾値とブレーキ制御用の閾値とが設定されるようにしてもよい。左右輪に回転差が生じるようなスリップ状態では、主にブレーキ制御が行われるようになっている。 The traction control unit 102 activates traction control when the slip amount of the wheels 2 and 3 detected by the wheel speed sensor 5 exceeds a predetermined slip amount. Existing traction control can be used. In the traction control, either one or both of engine torque down control to suppress the output of the engine by throttling the amount of fuel supply, stopping ignition, etc., and brake control to apply brakes to wheels that are idling are performed. The predetermined slip amount serves as a threshold value for the operation of traction control. For example, a threshold value for engine torque reduction control and a threshold value for brake control may be set. Brake control is mainly performed in a slip state in which a rotation difference occurs between the left and right wheels.

変更部１０３は、旋回中で、かつ非加速操作中であるとき、所定のスリップ量を大きくする。詳細は後述するが、ステアリング角センサ７により検出されるステアリング角に基づいて、旋回中であるか否かを判定する。また、非加速操作中とは、ドライバの明らかな加速意思がある状態を除いた状態のことをいい、詳細は後述するが、アクセル開度センサ９により検出されるアクセル開度に基づいて、非加速操作中であるか否かを判定する。 The changing unit 103 increases the predetermined slip amount during turning and non-accelerating operation. Although the details will be described later, based on the steering angle detected by the steering angle sensor 7, it is determined whether or not the vehicle is turning. Further, the non-accelerating operation means a state excluding a state in which the driver clearly intends to accelerate. Details will be described later. It is determined whether or not an acceleration operation is being performed.

このようにしたトラクション制御装置１００は、例えばＣＰＵ、ＲＯＭ、ＲＡＭ等を備えたコンピュータ装置により構成され、ＣＰＵがトラクション制御用のプログラムを実行することにより、各部１０１～１０３の機能が実現される。トラクション制御装置１００は、自動車に搭載される電子制御ユニットであるＥＣＵ（Electronic Control Unit）の一部の機能として構成されるようにしてもよい。 The traction control device 100 configured as described above is configured by a computer device including, for example, a CPU, a ROM, a RAM, and the like, and the CPU executes a traction control program to realize the functions of the respective units 101 to 103. The traction control device 100 may be configured as a part of functions of an ECU (Electronic Control Unit), which is an electronic control unit mounted on a vehicle.

図３に、実施例に係るトラクション制御装置１００において所定のスリップ量を変更する処理を示す。図３のフローチャートは、エンジン１のオン時に繰り返し実行される。
ステップＳ１で、変更部１０３は、旋回中であるか否かを判定する。本実施例では、ステアリング角センサ７により検出されるステアリング角が、所定のステアリング角以上であるとき、旋回中であると判定する。旋回中であると判定した場合、ステップＳ２に進み、旋回中でないと判定した場合、ステップＳ５に進む。
ステップＳ５で、変更部１０３は、所定のスリップ量を通常値とし（所定のスリップ量が通常値であればそれを維持し、通常値でなければ通常値に復帰させる）、その後、本処理を抜ける。 FIG. 3 shows processing for changing the predetermined slip amount in the traction control system 100 according to the embodiment. The flowchart of FIG. 3 is repeatedly executed when the engine 1 is turned on.
In step S1, the changing unit 103 determines whether or not the vehicle is turning. In this embodiment, it is determined that the vehicle is turning when the steering angle detected by the steering angle sensor 7 is greater than or equal to a predetermined steering angle. If it is determined that the vehicle is turning, the process proceeds to step S2, and if it is determined that the vehicle is not rotating, the process proceeds to step S5.
In step S5, the change unit 103 sets the predetermined slip amount to a normal value (if the predetermined slip amount is a normal value, it is maintained; if not, it returns to the normal value), and thereafter, this process is performed. Exit.

ステップＳ２で、変更部１０３は、非加速操作中であるか否かを判定する。上述したように、非加速操作中とは、ドライバの明らかな加速意思がある状態を除いた状態のことをいい、アクセル開度センサ９により検出されるアクセル開度が所定のアクセル開度よりも小さいとき、非加速操作中であると判定する。非加速操作中であると判定した場合、ステップＳ３に進み、非加速操作中でないと判定した場合、ステップＳ５に進む。 In step S2, the changing unit 103 determines whether or not the non-accelerating operation is being performed. As described above, the non-accelerating operation means a state excluding a state in which the driver clearly intends to accelerate. When it is small, it is determined that the non-acceleration operation is being performed. If it is determined that the non-acceleration operation is being performed, the process proceeds to step S3, and if it is determined that the non-acceleration operation is not being performed, the process proceeds to step S5.

ステップＳ３で、変更部１０３は、車速が所定の車速よりも低いか否かを判定する。車速が所定の車速よりも低い場合、ステップＳ４に進み、車速が所定の車速以上である場合、ステップＳ５に進む。 At step S3, the changing unit 103 determines whether the vehicle speed is lower than a predetermined vehicle speed. If the vehicle speed is lower than the predetermined vehicle speed, the process proceeds to step S4, and if the vehicle speed is equal to or higher than the predetermined vehicle speed, the process proceeds to step S5.

ステップＳ４で、変更部１０３は、所定のスリップ量を通常値よりも大きくして、本処理を抜ける。所定のスリップ量として、エンジントルクダウン制御用の閾値とブレーキ制御用の閾値とが設定されている場合、その両方を変更するようにしてもよいし、ブレーキ制御用の閾値だけを変更するようにしてもよい。なお、所定のスリップ量の値を通常値に対してどの程度大きくするかは予め定められている。 In step S4, the changing unit 103 makes the predetermined slip amount larger than the normal value, and exits this process. When a threshold for engine torque down control and a threshold for brake control are set as the predetermined slip amount, both of them may be changed, or only the threshold for brake control may be changed. may It should be noted that how much the value of the predetermined slip amount should be increased relative to the normal value is determined in advance.

図４を参照して、所定のスリップ量を通常値よりも大きくする範囲を説明する。図４に示すように、ステアリング角が所定のステアリング角ＳＴ以上で、かつアクセル開度が所定のアクセル開度ＡＣよりも小さい範囲（斜線で示す範囲４０１）で、所定のスリップ量を通常値よりも大きくすることによりトラクション制御に入りにくくする。所定のステアリング角ＳＴは、Ｕターンのような旋回を想定して、９０度以上のステアリング角（例えば１８０度）に設定される。また、所定のアクセル開度ＡＣは、例えばアクセル開度が５０％を超えるとドライバの明らかな加速意思がある状態と想定して、５０％以下のアクセル開度（例えば５０％）に設定される。
また、所定の車速は、旋回時に想定される低速限定にするために、例えば３０ｋｍ／ｈに設定される。 A range in which the predetermined slip amount is made larger than the normal value will be described with reference to FIG. As shown in FIG. 4, in a range where the steering angle is greater than or equal to a predetermined steering angle ST and the accelerator opening is smaller than a predetermined accelerator opening AC (a hatched range 401), the predetermined slip amount is reduced from the normal value. is also increased to make it difficult to enter traction control. Predetermined steering angle ST is set to a steering angle of 90 degrees or more (for example, 180 degrees), assuming turning such as a U-turn. Further, the predetermined accelerator opening AC is set to an accelerator opening of 50% or less (for example, 50%) on the assumption that the driver clearly intends to accelerate when the accelerator opening exceeds 50%. .
In addition, the predetermined vehicle speed is set to, for example, 30 km/h in order to limit the vehicle speed to a low speed assumed during turning.

図５（ａ）～（ｅ）に、時系列での車速変化、ステアリング角変化、アクセル開度変化、スリップ量変化、トラクション制御の作動有無の変化の例を示す。
図５（ｂ）に示すように、タイミングｔ1で、ステアリング角が所定のステアリング角以上になるので、旋回中であると判定される。
このとき、図５（ｃ）に示すように、アクセル開度は所定のアクセル開度よりも小さいので、非加速操作中であると判定される。
また、図５（ａ）に示すように、車速は所定の車速よりも低くなっている。
したがって、図５（ｄ）に示すように、タイミングｔ1で、所定のスリップ量が変更されて（点線で示す変更値）、通常値よりも大きくなる。
ここで、図５（ｄ）の特性線５０１のようにスリップ量が変化したとする。この場合に、図５（ｅ）に示すように、所定のスリップ量が通常値のままであればタイミングｔ2でトラクション制御が作動するが、所定のスリップ量が通常値よりも大きくなっているので、トラクション制御は作動しない。
なお、タイミングｔ3で、アクセル開度が所定のアクセル開度に達するので、所定のスリップ量が通常値に復帰する。その結果、特性線５０１に示すスリップ量が所定のスリップ量（通常値）を超えた状態になるので、トラクション制御が作動することになる。アクセル開度が大きくなるということは、ドライバの明らかな加速意思がある状態であり、そのときのトラクション制御の作動は、ドライバが不要作動と感じるものではない。 FIGS. 5(a) to 5(e) show examples of vehicle speed change, steering angle change, accelerator opening change, slip amount change, and traction control operation change in time series.
As shown in FIG. 5B, at timing t1 , the steering angle becomes equal to or greater than the predetermined steering angle, so it is determined that the vehicle is turning.
At this time, as shown in FIG. 5(c), since the accelerator opening is smaller than the predetermined accelerator opening, it is determined that the non-acceleration operation is being performed.
Further, as shown in FIG. 5(a), the vehicle speed is lower than the predetermined vehicle speed.
Therefore, as shown in FIG. 5(d), at timing t1 , the predetermined slip amount is changed (the changed value indicated by the dotted line) and becomes larger than the normal value.
Here, it is assumed that the slip amount has changed as indicated by the characteristic line 501 in FIG. 5(d). In this case, as shown in FIG. 5(e), if the predetermined slip amount remains the normal value, the traction control is activated at timing t2 , but the predetermined slip amount is larger than the normal value. so the traction control doesn't work.
At timing t3 , the accelerator opening reaches the predetermined accelerator opening, so the predetermined slip amount returns to the normal value. As a result, the slip amount indicated by the characteristic line 501 exceeds the predetermined slip amount (normal value), so the traction control is activated. A large accelerator opening indicates that the driver has a clear intention to accelerate, and the operation of the traction control at that time does not make the driver feel that it is an unnecessary operation.

以上のようにしたトラクション制御装置１００により、次のような作用、効果を奏する。
軽トラックで軽積載や無積載の状態でＵターンのような旋回を行ったときに、内輪側の後輪にスリップが発生しやすいが、このときドライバはスリップしていると感じていないことがある。トラクション制御装置１００では、旋回中で、かつ非加速操作中であるとき、所定のスリップ量を大きくすることによりトラクション制御に入りにくくするので、ドライバが不要作動と感じるようなトラクション制御の作動を抑えることができる。
このとき、トラクション制御のうちブレーキ制御に入りにくくすることにより、不要な制動感や不要な音振等をなくすことができる。ブレーキ制御では、ブレーキ液の自己加圧を行うため音振が生じやすい。旋回時には左右輪に回転差が生じるようなスリップが発生しやすく、主にブレーキ制御が行われるが、ブレーキ制御に入りにくくすることにより、音振をなくすことができる。また、トラクション制御のうちエンジントルク制御に入りにくくすることにより、不要な減速感等をなくすことができる。 The traction control device 100 constructed as described above has the following functions and effects.
When a light truck makes a turn like a U-turn with a light load or no load, it is easy for the rear wheel on the inside wheel side to slip, but the driver does not feel the slip at this time. be. The traction control device 100 makes it difficult to enter traction control by increasing a predetermined slip amount during turning and non-accelerating operation, thereby suppressing the operation of traction control that the driver feels is unnecessary. be able to.
At this time, it is possible to eliminate unnecessary braking feeling, unnecessary noise and vibration, etc. by making it difficult to enter the brake control in the traction control. Brake control tends to generate noise and vibration because the brake fluid is self-pressurized. When turning, a slip that causes a rotation difference between the left and right wheels is likely to occur, and brake control is mainly performed. Further, by making it difficult to enter the engine torque control in the traction control, it is possible to eliminate an unnecessary feeling of deceleration or the like.

また、所定のスリップ量を大きくしてトラクション制御に入りにくくするシチュエーションを、旋回中で、かつ非加速操作中に限定することで、トラクション制御に入りにくくするといった変更による影響を確認する背反確認がしやすくなる。例えばスリップが発生しやすい低μ路において、トラクション制御に入りにくくすることによる影響を確認し、車両の走行性能に悪影響が出ないようにすることができる。
さらに、所定のスリップ量を大きくしてトラクション制御に入りにくくするシチュエーションを、低速限定にしている。これにより、トラクション制御が必要と考えられる、中、高速のシチュエーションにおいては、所定のスリップ量を大きくすることによるトラクション制御の作動遅れをなくし、車両の走行性能に悪影響が出ないようにすることができる。例えば低速限定することにより、低速以外では低μ路で不要作動感よりも作動遅れの影響が大きくなるような背反をなくすことができる。 In addition, by limiting the situations in which traction control is difficult to enter by increasing a predetermined amount of slip to during turning and non-acceleration operations, it is possible to confirm the effects of changes such as making it difficult to enter traction control. easier to do. For example, on a low μ road where slippage is likely to occur, it is possible to check the effect of making it difficult to enter traction control, and to prevent adverse effects on vehicle driving performance.
Furthermore, the situation in which the predetermined amount of slip is increased to make it difficult to enter traction control is limited to low speeds. As a result, in mid-to-high speed situations where traction control is considered necessary, it is possible to eliminate delays in traction control operation caused by increasing the predetermined amount of slip, thereby preventing adverse effects on vehicle driving performance. can. For example, by limiting the speed to low speeds, it is possible to eliminate the contradiction in which the effect of operation delay is greater than the feeling of unnecessary operation on low μ roads other than low speeds.

以下、変形例を説明する。
上記実施例では、アクセル開度センサ９により検出されるアクセル開度が所定のアクセル開度よりも小さいとき、非加速操作中であると判定するようにしたが、これに限られるものではない。例えばアクセル開度センサ９により検出されるアクセル開度の変化がないときや、アクセル開度の小さくなる方向であれば、非加速操作中であると判定し、また、アクセル開度の大きくなる方向であっても、アクセル開度の変化量が所定の変化量よりも小さいときは、非加速操作中であると判定するようにしてもよい。 Modifications will be described below.
In the above embodiment, when the accelerator opening detected by the accelerator opening sensor 9 is smaller than a predetermined accelerator opening, it is determined that the non-accelerating operation is being performed, but the present invention is not limited to this. For example, when there is no change in the accelerator opening detected by the accelerator opening sensor 9 or when the accelerator opening is in the direction of decreasing, it is determined that a non-accelerating operation is being performed, and the accelerator opening is in the direction of increasing. However, when the amount of change in the accelerator opening is smaller than a predetermined amount of change, it may be determined that the non-acceleration operation is being performed.

また、上記実施例では、ステアリング角センサ７により検出されるステアリング角が、所定のステアリング角以上であるとき、旋回中であると判定するようにしたが、これに限られるものではない。ステアリング角、ヨーレート、横Ｇ、車輪速の少なくともいずれか一つに基づいて、旋回中であるか否かを判定するようにしてもよい。これらのうち複数を組み合わせることにより、旋回中のより細かい条件下でトラクション制御の作動の閾値を定めることも可能になる。 In the above embodiment, it is determined that the vehicle is turning when the steering angle detected by the steering angle sensor 7 is greater than or equal to a predetermined steering angle, but the present invention is not limited to this. Whether or not the vehicle is turning may be determined based on at least one of the steering angle, yaw rate, lateral G, and wheel speed. Combining several of these also makes it possible to threshold the activation of traction control under more specific conditions during cornering.

図６（ａ）～（ｈ）に、時系列での車速変化、車輪速変化、ステアリング角変化、アクセル開度変化、横Ｇ変化、ヨーレート値変化、スリップ量変化、トラクション制御の作動有無の変化の例を示す。
図６（ｆ）に示すように、タイミングｔ1で、ヨーレート値が所定のヨーレート値以上になるので、旋回中であると判定される。
このとき、図６（ｄ）に示すように、アクセル開度の変化は、アクセル開度の大きくなる方向で、アクセル開度の変化量が所定の変化量よりも小さいので、非加速操作中であると判定される。
また、図６（ａ）に示すように、車速は所定の車速よりも低くなっている。
したがって、図６（ｇ）に示すように、タイミングｔ1で、所定のスリップ量が変更されて（点線で示す変更値）、通常値よりも大きくなる。
ここで、図６（ｇ）の特性線６０１のようにスリップ量が変化したとする。この場合に、図６（ｈ）に示すように、所定のスリップ量が通常値のままであればタイミングｔ2でトラクション制御が作動するが、所定のスリップ量が通常値よりも大きくなっているので、トラクション制御は作動しない。
なお、タイミングｔ3で、車速が所定の車速に達するので、所定のスリップ量が通常値に復帰する。その結果、特性線６０１に示すスリップ量が所定のスリップ量（通常値）を超えた状態になるので、トラクション制御が作動することになる。中、高速のシチュエーションにおいて、トラクション制御の作動は、ドライバが不要作動と感じるものではない。 Figure 6 (a) to (h) show vehicle speed change, wheel speed change, steering angle change, accelerator opening change, lateral G change, yaw rate value change, slip amount change, and traction control operation presence/absence change in chronological order. shows an example of
As shown in FIG. 6(f), at timing t1 , the yaw rate value becomes equal to or greater than the predetermined yaw rate value, so it is determined that the vehicle is turning.
At this time, as shown in FIG. 6(d), the change in the accelerator opening is in the direction of increasing the accelerator opening, and the amount of change in the accelerator opening is smaller than the predetermined amount of change. It is determined that there is
Further, as shown in FIG. 6(a), the vehicle speed is lower than the predetermined vehicle speed.
Therefore, as shown in FIG. 6(g), at timing t1 , the predetermined slip amount is changed (the changed value indicated by the dotted line) and becomes larger than the normal value.
Here, it is assumed that the slip amount has changed as indicated by a characteristic line 601 in FIG. 6(g). In this case, as shown in FIG. 6(h), if the predetermined slip amount remains the normal value, the traction control is activated at timing t2 , but the predetermined slip amount is larger than the normal value. so the traction control doesn't work.
At timing t3 , the vehicle speed reaches the predetermined vehicle speed, so the predetermined slip amount returns to the normal value. As a result, the slip amount indicated by the characteristic line 601 exceeds the predetermined slip amount (normal value), so the traction control is activated. In medium-to-high speed situations, traction control activation does not feel like an unnecessary actuation to the driver.

以上、本発明の実施例を、図面を参照して詳細に説明したが、各実施例は、本発明の実施にあたっての具体例を示したに過ぎない。本発明の技術的範囲は、各実施例に限定されるものではない。本発明は、その趣旨を逸脱しない範囲において種々の変更が可能であり、それらも本発明の技術的範囲に含まれる。
また、本発明は、ソフトウェア（プログラム）をネットワーク又は各種記憶媒体を介してシステム或いは装置に供給し、そのシステム或いは装置のコンピュータがプログラムを読み出して実行することによっても実現可能である。 Although the embodiments of the present invention have been described in detail above with reference to the drawings, each embodiment merely shows a specific example for carrying out the present invention. The technical scope of the present invention is not limited to each example. The present invention can be modified in various ways without departing from its gist, and these are also included in the technical scope of the present invention.
The present invention can also be realized by supplying software (program) to a system or device via a network or various storage media, and having the computer of the system or device read and execute the program.

１００：トラクション制御装置、１０１：入力部、１０２：トラクション制御部、１０３：変更部 100: traction control device, 101: input unit, 102: traction control unit, 103: change unit

Claims (6)

車輪のスリップ量が所定のスリップ量を超えたときに、トラクション制御を作動させる車両のトラクション制御装置であって、
旋回中で、かつ非加速操作中であるときであって、車速が所定の車速よりも低いとき、前記所定のスリップ量を大きくする変更手段を備えたことを特徴とする車両のトラクション制御装置。 A traction control device for a vehicle that activates traction control when a wheel slip amount exceeds a predetermined slip amount,
A traction control device for a vehicle, comprising change means for increasing the predetermined slip amount when the vehicle speed is lower than a predetermined vehicle speed during turning and non-acceleration operation. 前記変更手段は、ステアリングの回転角度、ヨーレート、横Ｇ、車輪速の少なくともいずれか一つに基づいて、旋回中であるか否かを判定することを特徴とする請求項１に記載の車両のトラクション制御装置。 2. The vehicle according to claim 1, wherein the changing means determines whether or not the vehicle is turning based on at least one of a steering rotation angle, a yaw rate, a lateral acceleration, and a wheel speed. Traction control device. 前記変更手段は、アクセル開度が所定のアクセル開度よりも小さいとき、非加速操作中であると判定することを特徴とする請求項１又は２に記載の車両のトラクション制御装置。 3. The vehicle traction control device according to claim 1, wherein the changing means determines that the non-acceleration operation is being performed when the accelerator opening is smaller than a predetermined accelerator opening. 前記変更手段は、アクセル開度の変化が、アクセル開度の大きくなる方向であっても、アクセル開度の変化量が所定の変化量よりも小さいとき、非加速操作中であると判定することを特徴とする請求項１又は２に記載の車両のトラクション制御装置。 The changing means determines that the non-acceleration operation is being performed when the amount of change in the accelerator opening is smaller than a predetermined amount even if the change in the accelerator opening is in the direction of increasing the accelerator opening. The vehicle traction control device according to claim 1 or 2, characterized by: 前記変更手段は、トラクション制御のうちブレーキ制御の作動の閾値である前記所定のスリップ量を変更することを特徴とする請求項１乃至４のいずれか１項に記載の車両のトラクション制御装置。 5. The traction control device for a vehicle according to claim 1, wherein said changing means changes said predetermined slip amount, which is a threshold for actuation of brake control in traction control. 車輪のスリップ量が所定のスリップ量を超えたときに、トラクション制御を作動させる車両のトラクション制御装置であって、A traction control device for a vehicle that activates traction control when a wheel slip amount exceeds a predetermined slip amount,
旋回中で、かつ非加速操作中であるとき、内輪側の前記所定のスリップ量を大きくする変更手段を備えたことを特徴とする車両のトラクション制御装置。A traction control device for a vehicle, comprising change means for increasing the predetermined slip amount on the inner wheel side during turning and non-accelerating operation.
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