JPH0227124A - Device for controlling slip of automobile - Google Patents
Device for controlling slip of automobileInfo
- Publication number
- JPH0227124A JPH0227124A JP17866488A JP17866488A JPH0227124A JP H0227124 A JPH0227124 A JP H0227124A JP 17866488 A JP17866488 A JP 17866488A JP 17866488 A JP17866488 A JP 17866488A JP H0227124 A JPH0227124 A JP H0227124A
- Authority
- JP
- Japan
- Prior art keywords
- slip
- accelerator pedal
- control
- depression
- value
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
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- 230000000994 depressogenic effect Effects 0.000 claims description 11
- 238000001514 detection method Methods 0.000 claims description 11
- 230000001133 acceleration Effects 0.000 abstract description 4
- 238000010586 diagram Methods 0.000 description 10
- 238000000034 method Methods 0.000 description 6
- 230000008569 process Effects 0.000 description 5
- 235000002492 Rungia klossii Nutrition 0.000 description 4
- 244000117054 Rungia klossii Species 0.000 description 4
- 230000005540 biological transmission Effects 0.000 description 4
- 230000008859 change Effects 0.000 description 3
- 235000012308 Tagetes Nutrition 0.000 description 2
- 241000736851 Tagetes Species 0.000 description 2
- 230000007423 decrease Effects 0.000 description 2
- 230000003247 decreasing effect Effects 0.000 description 2
- 229910017435 S2 In Inorganic materials 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
- 238000011084 recovery Methods 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 230000004043 responsiveness Effects 0.000 description 1
Landscapes
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は、車両の駆動輪のスリップを防止して走行安定
性の向上を図るようにした自動車のスリップ制御装置の
改良に関する。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an improvement in a slip control device for an automobile, which prevents slippage of the driving wheels of the vehicle and improves running stability.
（従来の技術）
従来より、この種の自動車のスリップ制御装置として、
例えば特開昭６１−１８２４３４号公報に開示されるよ
うに、車両の駆動輪と従動輪との速度差を駆動輪のスリ
ップ量として検出し、この駆動輪のスリップ量が制御目
標値になるようエンジンのスロットル弁の開度制御でも
ってエンジン出力をフィードバック制御することにより
、駆動輪の回転速度を調整してそのスリップを有効に防
止し、車両の走行安定性の向上を図るようにしたものが
知られている。(Prior Art) Conventionally, as a slip control device for this type of automobile,
For example, as disclosed in Japanese Unexamined Patent Publication No. 182434/1982, the speed difference between the driving wheels and the driven wheels of the vehicle is detected as the slip amount of the driving wheels, and the slip amount of the driving wheels is set to the control target value. The engine output is feedback-controlled by controlling the opening of the engine's throttle valve to adjust the rotational speed of the drive wheels to effectively prevent slippage and improve the running stability of the vehicle. Are known.
（発明が解決しようとする課題）
ところで、車両を運転するに際しては、運転者のアクセ
ルペダルの踏込み操作に応じてエンジン出力を増大させ
て車両を加速させることが運転者の操作感を良好なもの
にでき、好ましい。(Problem to be Solved by the Invention) By the way, when driving a vehicle, increasing engine output and accelerating the vehicle in response to the driver's depression of the accelerator pedal provides a good operating feeling for the driver. It is possible and preferable.
しかるに、上記の如くスリップ量のフィードバツク制御
を行っている場合には、アクセルペダルの踏込み操作に
拘らず駆動輪のスリップ量が制御目標値に制御されて、
駆動輪の回転速度の上昇が行われないため、運転者はア
クセルペダルを踏込んでも車両速度が上昇しないと感じ
、その操作感が低下する欠点がある。However, when feedback control of the amount of slip is performed as described above, the amount of slip of the driving wheels is controlled to the control target value regardless of the depression operation of the accelerator pedal.
Since the rotational speed of the drive wheels is not increased, the driver feels that the vehicle speed does not increase even if he or she depresses the accelerator pedal, which has the disadvantage of reducing the operational feel.
本発明は斯かる点に鑑みてなされたものであり、その目
的は、スリップ量のフィードバック制御中でも、可能な
限り運転者のアクセルペダルの踏込み操作に応じて車両
の動きを直接反応させて、操作感の向上を図ることにあ
る。The present invention has been made in view of the above, and its purpose is to make the movement of the vehicle respond as directly as possible to the driver's depression of the accelerator pedal, even during feedback control of the amount of slip. The aim is to improve the sense of
（課題を解決するための手段）
以上の目的を達成するため、本発明では、フィードバッ
ク制御中でもスリップ量が制御目標値未満の状況がある
ことに着目し、この状況ではエンジン出力を若干増大さ
せてもスリップ量制御に支障は生じず、駆動輪のスリッ
プを招かないことから、この状況でのみ運転者のアクセ
ルペダルの踏込み操作に応じてエンジン出力を若干強制
的に増大制御することとしている。(Means for Solving the Problem) In order to achieve the above object, the present invention focuses on the fact that there are situations in which the amount of slip is less than the control target value even during feedback control, and in this situation, the engine output is slightly increased. Since this does not affect the slip amount control and does not cause the drive wheels to slip, the engine output is forcibly increased slightly in response to the driver's accelerator pedal depression only in this situation.
つまり、本発明の具体的な構成は、第１図に示すように
、エンジン出力を調整する出力調整手段１０と、駆動輪
のスリップを検出するスリップ検出手段２５と、該スリ
ップ検出手段２５で検出されるスリップ量を制御目標値
にするよう上記出力調整手段１０をフィードバック制御
するフィードバック制御手段２６とを備えるとともに、
アクセルペダル１１の踏込み時を検出する踏込み検出手
段２７と、該踏込み検出手段２７で検出したアクセルペ
ダル１１の踏込み時に、駆動輪のスリップ量が上記制御
目標値未満の許容値以下のとき、アクセルペダル１１の
踏込みに応じてエンジン出力を増大させるよう上記フィ
ードバック制御手段２６に優先して出力調整手段１０を
制御する増大制御手段２８とを設ける構成としたもので
ある。In other words, the specific configuration of the present invention, as shown in FIG. and a feedback control means 26 that performs feedback control of the output adjustment means 10 so that the amount of slip caused by the slip is set to a control target value,
A depression detection means 27 detects when the accelerator pedal 11 is depressed, and when the accelerator pedal 11 is depressed, detected by the depression detection means 27, when the amount of slip of the driving wheels is equal to or less than an allowable value less than the control target value, the accelerator pedal is activated. In this embodiment, an increase control means 28 is provided which controls the output adjustment means 10 with priority over the feedback control means 26 so as to increase the engine output in accordance with the depression of the pedal 11.
（作用）
以上の構成により、本発明では、エンジン出力のフィー
ドバック制御時には、駆動輪のスリップ量は制御目標値
に徐々に収束することになるが、制御目標値未満の許容
値以下の状況では、駆動輪のスリップ発生に対して若干
の余裕があるので、この状況で運転者によるアクセルペ
ダル１１の踏込みがあれば、増大制御手段２８によりエ
ンジン出力が強制的に増大制御されても、駆動輪のスリ
ップを生じることなく車両をアクセルペダルの踏込みに
応じて加速させることができる。(Function) With the above configuration, in the present invention, during feedback control of the engine output, the slip amount of the drive wheels gradually converges to the control target value, but in a situation where the slip amount is less than the allowable value below the control target value, There is some margin for the occurrence of slippage of the drive wheels, so if the driver depresses the accelerator pedal 11 in this situation, even if the engine output is forcibly increased by the increase control means 28, the drive wheels will not slip. The vehicle can be accelerated in response to depression of the accelerator pedal without causing slippage.
（発明の効果）
以上説明したように、本発明の自動車のスリップ制御装
置によれば、駆動輪のスリップ量を制御目標値にフィー
ドバック制御している場合、駆動輪のスリップ発生に対
してエンジン出力の増大に余裕があるときには、運転者
によるアクセルペダルの踏込みに応じてエンジン出力を
若干強制的に増大制御したので、駆動輪のスリップ発生
を招くことなく運転者の加速要求に対して車両を直接反
応させて加速させることができ、運転者の操作感の向上
を図ることができる。(Effects of the Invention) As explained above, according to the automobile slip control device of the present invention, when the slip amount of the drive wheels is feedback-controlled to the control target value, the engine output is When there is room for an increase in engine output, the engine output is forcibly increased slightly in response to the driver's depression of the accelerator pedal. It is possible to react and accelerate, and it is possible to improve the driver's operational feeling.
（実施例）
以下、本発明の実施例を第２図以下の図面に基いて説明
する。(Example) Hereinafter, an example of the present invention will be described based on the drawings from FIG. 2 onwards.
第２図は本発明に係る自動車のスリップ制御装置の全体
概略構成を示し、１はエンジン、２は例えば前進４段、
後退１段の自動変速機であって、該自動変速機２で変速
されたエンジン動力は、変速機２後方に配置した推進軸
３、差動装置４及び後車軸５を介して左右の後輪６．６
に伝達され、該後輪６を駆動輪とし、左右の前輪７，７
を従動輪として構成している。FIG. 2 shows the overall schematic configuration of the slip control device for an automobile according to the present invention, in which 1 is an engine, 2 is, for example, 4 forward speeds,
It is an automatic transmission with one reverse gear, and the engine power shifted by the automatic transmission 2 is transmitted to the left and right rear wheels via a propulsion shaft 3, a differential device 4, and a rear axle 5 arranged behind the transmission 2. 6.6
The rear wheel 6 is used as the driving wheel, and the left and right front wheels 7, 7
is configured as a driven wheel.
また、上記エンジン１の吸気通路１ａには、吸入空気量
を制御してエンジン出力を調整する出力調整手段として
のスロットル弁１０が配置されている。該スロットル弁
１０は、アクセルペダル１１とは機械的な連動関係がな
く、ステップモータ等で構成されたスロットルアクチュ
エータ１２により電気的に開度制御される。Further, in the intake passage 1a of the engine 1, a throttle valve 10 is arranged as an output adjusting means for controlling the amount of intake air and adjusting the engine output. The throttle valve 10 has no mechanical interlocking relationship with the accelerator pedal 11, and its opening degree is electrically controlled by a throttle actuator 12 composed of a step motor or the like.
さらに、前後左右の車輪６，７近傍には、各々、車輪の
回転速度を検出する車輪速度センサー３゜１３・・・が
設けられていると共に、アクセルペダル１１の開度を検
出する開度センサー４、ステアリング舵角を検出する舵
角センサー５、ブレーキぺダルの踏込時を検出するブレ
ーキセンサ１６、自動変速機２のレンジを検出するレン
ジセンサ１７が設けられている。面して、以上の各セン
サ１３〜１７の検出信号は、ＣＰＵ等を有するコントロ
ラ２０に入力されていて、該コントローラ２０により、
スロットル弁１０の開度制御によりエンジン出力を制御
して、後輪（駆動輪）６のスリップを抑制、防止するよ
うにしている。Further, near the front, rear, left and right wheels 6, 7, wheel speed sensors 3, 13, etc. are provided to detect the rotational speed of the wheels, as well as opening sensors to detect the opening of the accelerator pedal 11. 4. A steering angle sensor 5 that detects the steering angle, a brake sensor 16 that detects when the brake pedal is depressed, and a range sensor 17 that detects the range of the automatic transmission 2 are provided. On the other hand, the detection signals from each of the sensors 13 to 17 described above are input to a controller 20 having a CPU, etc.
The engine output is controlled by controlling the opening of the throttle valve 10 to suppress and prevent the rear wheels (drive wheels) 6 from slipping.
次に、コントローラ２０によるスリップ制御を第３図な
いし第５図の制御フローに基いて説明する。Next, slip control by the controller 20 will be explained based on the control flows shown in FIGS. 3 to 5.
先ず、第３図のメインフローから説明するに、ステップ
ＳＭＩでシステムをイニシャライズした後、ステップＳ
Ｍ２でアクセルペダル１１の踏込み量に応じたスロット
ル弁１０の目標開度ＮＴＡＧを演算し、ステップＳＭ３
で駆動輪６のスリップ制御を第５図のスリップ制御フロ
ーに基いて行い、基本的にスリップ制御時にはその制御
開度５ＴＡＧにスロットル弁１０を開度制御し、スリッ
プ制御を要しない通常制御時には上記ペダル踏込み量に
応じた目標開度ＮＴＡＧに制御することとして、ステッ
プＳＭ２に戻ることを繰返す。First, to explain the main flow in Figure 3, after initializing the system in step SMI, step S
In M2, a target opening degree NTAG of the throttle valve 10 is calculated according to the amount of depression of the accelerator pedal 11, and in step SM3.
Slip control of the driving wheels 6 is performed based on the slip control flow shown in Fig. 5. Basically, during slip control, the opening of the throttle valve 10 is controlled to the control opening of 5 TAG, and during normal control that does not require slip control, the opening of the throttle valve 10 is controlled as described above. Returning to step SM2 is repeated to control the opening degree NTAG to the target opening degree NTAG according to the amount of pedal depression.
次に、第４図の制御フローを説明するに、該制御フロー
は上記第３図のメインフローに所定時間毎に割込んで開
始し、ステップＳｌ＋で車輪速度、アクセルペダル開度
、舵角等の各種データを入力すると共に信号処理した後
、ステップＳＩ２で各種制御タイマに対しデクリメント
等の処理をし、ステップＳＩ３でスロットル弁１０の開
度を実際に上記目標開度ＮＴＡＧ又は制御開度５ＴＡＧ
に制御して終了する。Next, to explain the control flow shown in FIG. 4, the control flow starts by interrupting the main flow shown in FIG. After inputting various data and signal processing, in step SI2, various control timers are decremented, etc., and in step SI3, the opening degree of the throttle valve 10 is actually set to the target opening degree NTAG or the control opening degree 5TAG.
control and end.
続いて、第５図のスリップ制御フローを説明する。先ず
、ステップＳ１でスリップ制御の要／不要を運転者が選
択するトラクションスイッチの０Ｎ１０ＦＦ状態で判別
し、ＯＮ状態でスリップ制御を要求する場合には、ステ
ップＳ２以降で駆動輪（後輪）６のスリップ制御を行う
。Next, the slip control flow shown in FIG. 5 will be explained. First, in step S1, whether slip control is necessary or not is determined by the 0N10FF state of the traction switch selected by the driver, and if slip control is requested in the ON state, the driving wheel (rear wheel) 6 is changed from step S2 onwards. Perform slip control.
而して、ステップＳ２以降でスリップの程度及び路面の
摩擦係数く以下μという）を判別する。Then, from step S2 onwards, the degree of slip and the coefficient of friction of the road surface (hereinafter referred to as μ) are determined.
先ずステップＳ２で後輪速度（駆動輪速度）ＷＲと前輪
速度（従動輪速度）ＦＷとを比較する。ここに、駆動輪
速度ＷＲは左右の後輪のうち大きいほうの速度を用い、
従動輪速度Ｐｗは左右の両輪の回転速度の平均を用いる
。而して、ＷＲ−ＦＷが大きい大スピン時には、ステッ
プＳ３でスピンフラグ５ＰＩＮ（大スピン時に５ＰＩＮ
−０）の値を判別し、５ＰＩＮ≠０の場合には大スピン
の発生時と判断して、ステップＳ４でスピンフラグ５Ｐ
ＩＮ−０に設定すると共に、ステップＳ５で路面のμ判
定用タイマＧＴＩＭを所定値（例えばＧＴＩＭ−３３）
に初期設定すると共に、路面のμ判定終了フラグＧＧＦ
（μ判定終了でＧＧＰ−ＦＦ）をＧＧＰ−０に初期設定
し、また今回の従動輪速度Ｆｗを前回の従動輪速度聞Ｏ
ＬＤとしてステップＳ２以降むこととする。First, in step S2, the rear wheel speed (driving wheel speed) WR and the front wheel speed (driven wheel speed) FW are compared. Here, the drive wheel speed WR uses the speed of the larger of the left and right rear wheels,
The driven wheel speed Pw uses the average rotational speed of both left and right wheels. Therefore, when the WR-FW is large during a large spin, the spin flag 5PIN (5PIN during a large spin) is set in step S3.
-0), and if 5PIN≠0, it is determined that a large spin has occurred, and in step S4 the spin flag 5P is determined.
IN-0, and at the same time, in step S5, the road surface μ determination timer GTIM is set to a predetermined value (for example, GTIM-33).
In addition to initializing the road surface μ determination end flag GGF.
(GGP-FF at the end of μ judgment) is initialized to GGP-0, and the current driven wheel speed Fw is compared to the previous driven wheel speed.
It will be used as an LD from step S2 onwards.
一方、上記ステップＳ２で前後輪の速度差（νＲＦν）
が大きくない場合には、更にステップｓ６でスピンフラ
グ５ＰＩＮの値を判別し、５ＰＩＮ−０の大スピン時に
限り、ステップＳ７で所定時間計測用のタイマＲＰＣＴ
Ｍを所定値（例えばＲＥＣＴＭ−２２）に初期設定する
。そして、ステップＳ８で前後輪の速度差（ＷＲ−ＦＷ
）が中程度か否かを判別し、中程度の場合にはステップ
Ｓ９でスピンフラグ５ＰＩＮを５ＰＡＮ−１００に、速
度差（ＷＲ−１’Ｗ）か小さい場合にはステップＳＩＯ
で５ＰＩＮ−２５５に各々設定する。On the other hand, in step S2, the speed difference between the front and rear wheels (νRFν)
is not large, the value of the spin flag 5PIN is further determined in step s6, and only at the time of a large spin of 5PIN-0, a timer RPCT for measuring a predetermined time is set in step S7.
Initialize M to a predetermined value (for example, RECTM-22). Then, in step S8, the speed difference between the front and rear wheels (WR-FW
) is medium or not, and if it is medium, the spin flag 5PIN is set to 5PAN-100 in step S9, and if the speed difference (WR-1'W) is small, it is set to step SIO.
Set each to 5PIN-255.
しかる後、ステップＳ２以降で路面のμを判定すること
とし、先ずステップＳ１１でμ判定終了フラグＧＧＰ−
０の場合（μ判定前）に限り、ステップＳＩ２で路面の
μ判定用タイマＧＴＩＭの値を判別し、大スピン発生時
からＧＴＩＭ−０になった所定時間経過時に、ステップ
Ｓ１３でこの時の従動輪速度Ｆνと前回（大スピン発生
時点）の従動輪速度ＦＷＯＬＤとの差から従動輪の加速
度ＧＧ （−ＦＷ −ＰＷＯＬＤ）を把握して、ステッ
プ３１４で今回の従動輪速度ＦＷと従動輪の加速度ＧＧ
とに基いて同ステップ中に示すマツプから路面のμを把
握する。ここに、マツプ上、同一の従動輪速度ＦＷでは
従動輪の加速度ＧＧが高いほど路面μも高いから、領域
ＭＵ−１ではμは低く、領域ＭＵ−２ではμは中程度、
領域ＭＵ−３ではμは高い。そして、路面のμを判定し
た後は、ステップＳＩ５でμ判定終了フラグＧＧＦをｃ
ａｐ−ｐｐ（μ判定終了）に設置０
定して、ステップＳＩ６以降のスリップ制御に移ること
とする。After that, the μ of the road surface is determined from step S2 onwards, and first, at step S11, the μ determination end flag GGP-
Only in the case of 0 (before μ determination), the value of the road surface μ determination timer GTIM is determined in step SI2, and when a predetermined time has elapsed since the occurrence of a large spin until GTIM-0, the value of the timer GTIM at this time is determined in step S13. The driven wheel acceleration GG (-FW -PWOLD) is determined from the difference between the driving wheel speed Fν and the previous driven wheel speed FWOLD (at the time of occurrence of large spin), and in step 314, the current driven wheel speed FW and the driven wheel acceleration are determined. GG
Based on this, the μ of the road surface is determined from the map shown in the same step. Here, on the map, at the same driven wheel speed FW, the higher the acceleration GG of the driven wheel, the higher the road surface μ, so μ is low in region MU-1, medium in region MU-2,
μ is high in region MU-3. After determining the μ of the road surface, the μ determination end flag GGF is set to c in step SI5.
The setting is set to 0 at ap-pp (end of μ determination), and the process moves to the slip control from step SI6 onwards.
ステップＳＩ６以降でのスリップ制御では、先ずステッ
プＳ１６でアクセルペダル１１の踏込みの有無を判別し
、踏込み時（ＯＮ時）限りスリップ制御を行うこととし
、ステップＳＩ７でスリップ制御中フラグ５ＰＩＮＣ（
スリップ制御中て０）の値を判別し、５ＰＩＮＣ≠０の
スリップ制御開始時では、更にステップｓ１８でスピン
フラグ５ＰＩＮの値を判別し、５ＰＩＮ−２５５のスピ
ン収束状態ではスロットル弁開度をアクセルペダルの踏
込み量に応じた開度値に設定すべく、直ちにステップＳ
３２に進む。In the slip control from step SI6 onward, first, in step S16, it is determined whether or not the accelerator pedal 11 is depressed, and slip control is performed only when the accelerator pedal 11 is depressed (ON), and in step SI7, the slip control flag 5PINC (
During slip control, the value of 0) is determined, and at the start of slip control when 5PINC≠0, the value of the spin flag 5PIN is further determined in step s18, and in the spin convergence state of 5PIN-255, the throttle valve opening is changed from the accelerator pedal. In order to set the opening degree according to the amount of depression of the
Proceed to step 32.
一方、上記ステップＳＩ８で５ＰＩＮ≠２５５の場合は
、ステップＳＩ９でスリップ制御中フラグ５ＰＩＮＣを
５ＰＩＮＣ−０に設定した後、ステップＳ２０て駆動輪
の回転速度のフィードバック制御における前後輪の回転
速度差を路面のμ及びアクセルペダル１１の踏込み量に
応じた所定値ΔＮにすべく、駆動輪の目標回転速度ＭＯ
ＫＵを、ＭＯＫＵ＝ ＦＷ＋ ΔＮ ＋、：予め設定す
る。ここに、前後輪の回転速度差（後輪の目標スリップ
量）ΔＮの基本値は、領域ＭＵ−１（低μ路）では例え
ば２ｋｍ／ｈに、領域ＭＵ−２（中μ路）では４廟／ｈ
に、領域ＭＵ−３（高μ路）では６１ａｎ／ｈに各々設
定され、これら基本値をアクセルペダル１１の踏込み量
に応じた補正係数ｋ ａｃｅで乗算補正して後輪の目標
スリップ量（後輪のスリップの制御ｌ」標値）ΔＮを得
る。この補正係数ｋ ａｃｅは、第７図に示す如く、ア
クセルペダル１１の所定踏込み全景下の領域では所定値
（例えば０．５を保持し、所定踏込み量を越える領域で
漸次アクセルペダル１１の踏込み量の増大に応じて増大
し、全踏込み１時に１．０値となる特性に設定されてお
り、アクセルペダル１１の踏込み量の増大時には後輪の
目標スリップ量ΔＮも漸次増大して、後輪（駆動輪）の
目標回転速度も高くなる。On the other hand, if 5PIN≠255 in step SI8, the slip control flag 5PINC is set to 5PINC-0 in step SI9, and then in step S20, the rotational speed difference between the front and rear wheels is adjusted to the road surface in feedback control of the rotational speed of the driving wheels. The target rotational speed MO of the drive wheels is set to a predetermined value ΔN according to μ and the amount of depression of the accelerator pedal 11.
KU is set in advance as MOKU=FW+ΔN+. Here, the basic value of the rotational speed difference between the front and rear wheels (target slip amount of the rear wheels) ΔN is, for example, 2 km/h in area MU-1 (low μ road) and 4 km/h in area MU-2 (medium μ road). Mausoleum/h
In region MU-3 (high μ road), the target slip amount of the rear wheels (rear Obtain the wheel slip control (target value) ΔN. As shown in FIG. 7, this correction coefficient k ace is maintained at a predetermined value (for example, 0.5) in the region under the full view of the predetermined depression of the accelerator pedal 11, and gradually increases the depression amount of the accelerator pedal 11 in the region exceeding the predetermined depression amount. The target slip amount ΔN of the rear wheels also increases gradually as the amount of depression of the accelerator pedal 11 increases, and the value of the rear wheel ( The target rotational speed of the drive wheels also increases.
しかる後、ステップＳ２＋及びＳ２２で各々スピンフラ
グ５ＰＩＮの値及び大スピン収束後の計測タイマＲＥＣ
ＴＭの値を判別し、５ＰＩＮ−０の大スピン発生時には
、ステップＳ２３に進んでスロットル弁１０の開度を小
さな開度値にフィードフォワード制御する（第６図（イ
）参照）こととし、同ステップ中に示すマツプに基いて
従動輪の回転速度ＦＷに応じた目標のフォワード制御開
度値５ＴＡＧを求める。この制御開度値５ＴＡＧは推定
した路面のμに応じて設定され、路面μが低いほど一層
小さい開度値に求められる。After that, in steps S2+ and S22, the value of the spin flag 5PIN and the measurement timer REC after convergence of the large spin are respectively set.
The value of TM is determined, and when a large spin of 5PIN-0 occurs, the process proceeds to step S23 and the opening degree of the throttle valve 10 is feedforward controlled to a small opening value (see FIG. 6 (a)). Based on the map shown in the step, a target forward control opening value 5TAG corresponding to the rotational speed FW of the driven wheel is determined. This control opening value 5TAG is set according to the estimated μ of the road surface, and the lower the road surface μ, the smaller the opening value is required.
また、上記の大スピン発生後に、スピンが幾分収まって
上記ステップＳ２＋で５ＰＩＮ≠０となると、タイマＲ
ＥＣＴＭ≠０の所定時間経過前では、上記の如く小開度
値に設定したフォワード制御開度値５ＴＡＧを短時間で
復帰させるようフィードフォワード制御することとしく
第６図（ロ）参照）、ステップＳ２４で同ステップ中に
示すマツプに基いて従動輪の回転速度ＦＷに応じた目標
のフォワード復帰制御値５ＴＡＧを求める。この復帰制
御値５ＴＡＧは上記と同様に、推定路面μに応じて設定
される。Furthermore, after the occurrence of the above-mentioned large spin, if the spin subsides somewhat and 5PIN≠0 in the above-mentioned step S2+, the timer R
Before the predetermined time period for ECTM≠0 has elapsed, feedforward control is performed to restore the forward control opening value 5TAG, which was set to the small opening value as described above, in a short time (see Fig. 6 (b)), step In S24, a target forward return control value 5TAG corresponding to the rotational speed FW of the driven wheel is determined based on the map shown in the same step. This return control value 5TAG is set in accordance with the estimated road surface μ in the same manner as described above.
而して、５ＰＩＮ−０で且つタイマＲＥＣＴＭ−０にな
ると、ステップＳ２５では上記ステップＳ２０で求めた
駆動輪の目標回転速度ＭＯＫＵになるようフィードバッ
ク制御（例えばＰＩ−ＰＤ方式）により目標開度値５Ｔ
ＡＧを設定する。Then, when 5PIN-0 and timer RECTM-0 are reached, in step S25, the target opening value 5T is set by feedback control (for example, PI-PD method) so that the drive wheel target rotational speed MOKU obtained in step S20 is reached.
Set AG.
その後は、アクセルペダル１１の踏込み時や開放側操作
時に対処して、その踏込み／開放操作に応じて車両を許
容範囲で直接に加速又は減速反応させるべく、ステップ
Ｓ３でアクセルペダル踏込み量に応じた目標スロットル
弁開度ＮＴＡＧに基いてフィードバック制御の目標開度
５ＴＡＧを下記式により、アクセルペダル踏込み全増大
時には開度の増大側に補正し、踏込み量減少時には開度
の減少側に各々補正する。Thereafter, in order to deal with the depression or release side operation of the accelerator pedal 11, and to cause the vehicle to directly accelerate or decelerate within a permissible range according to the depression/release operation, in step S3, the control is performed according to the amount of depression of the accelerator pedal. Based on the target throttle valve opening NTAG, the target opening 5TAG of the feedback control is corrected to the increasing side when the accelerator pedal depression is fully increased, and to the decreasing side when the pedal depression is decreased, using the following formula.
５ＴＡＧ＝（ＯＪｘＮＴＡＧ＋０．７ ｘＳＴＡＧ）
／２そして、ステップＳ２７でアクセルペダル１１か開
かれているか（開動作途中か）否かを判別し、開かれて
いるＹＥＳの場合には、ステップＳ２８で駆動輪６の滑
り率（駆動輪回転速度／従動輪回転速度）が設定値以上
の過大時か否かを判別し、過大でないとき、つまり駆動
輪６のスリップ量が目標値スリップ量（制御目標値）Δ
Ｎの許容値未満の許容値以下のときには、ステップＳ２
９にて上記ステップＳにで求めたアクセルペダル踏込み
時での補正目標開度を制御目標開度５ＴＡＧとする。5TAG=(OJxNTAG+0.7xSTAG)
/2 Then, in step S27, it is determined whether or not the accelerator pedal 11 is opened (in the middle of opening operation). If YES, the slip rate of the drive wheel 6 (drive wheel rotation) is determined in step S28. It is determined whether or not the drive wheel speed (speed/driven wheel rotational speed) is excessive than a set value, and when it is not excessive, that is, the slip amount of the driving wheel 6 is equal to the target value slip amount (control target value) Δ
If it is less than the allowable value of N, step S2
In step 9, the corrected target opening degree at the time of depression of the accelerator pedal obtained in step S is set as the control target opening degree 5TAG.
一方、上記ステップＳ２７でアクセルペダル１１が踏込
まれていない場合、特にアクセルペダル１１の踏込み量
の減少時には、直ちにステップＳ２９に進んで上記補正
目標開度値を制御目標開度５ＴＡＧとして設定する。On the other hand, if the accelerator pedal 11 is not depressed in step S27, especially when the amount of depression of the accelerator pedal 11 decreases, the process immediately proceeds to step S29, where the corrected target opening value is set as the control target opening 5TAG.
しかる後、ステップＳ３）でスリップ制御での目標開度
５ＴＡＧと、アクセルペダル踏込み量に応じた目標開度
ＮＴＡＧとを比較し、５ＴＡＧ≦ＮＴＡＧの場合には、
スリップ制御の必要時であるので、ステップＳ３１で実
際に制御すべき開度値ＴＡＧＥＴをスリップ制御により
求めた目標開度５ＴＡＧとして制御して、終了する。After that, in step S3), the target opening degree 5TAG in the slip control is compared with the target opening degree NTAG according to the amount of depression of the accelerator pedal, and if 5TAG≦NTAG,
Since slip control is required, in step S31, the opening value TAGET to be actually controlled is controlled as the target opening 5TAG obtained by slip control, and the process ends.
一方、上記ステップＳ３０で５ＴＡＧ ＞ ＮＴＡＧの
場合には、通常通りアクセルペダルに応じた開度に制御
すべく、ステップＳ３２でスリップ制御中フラグ５ＰＩ
Ｎｃを５ＰＩＮＣ−２５５（スリップ制御の不要時）に
設定すると共に、ステップＳ３３で路面のμ判定終了フ
ラグｃｃｐをＧＧＰ−ＰＰに設定（μ判定終了）して、
ステップＳ３４で実際に制御すべき開度値ＴＡＧＥＴを
アクセルペダル踏込み量に応じた目標開度ＮＴＡＧとし
て制御して、終了することとする。On the other hand, if 5TAG > NTAG in step S30, the slip control flag 5PI is set in step S32 to control the opening according to the accelerator pedal as usual.
Nc is set to 5PINC-255 (when slip control is not required), and the road surface μ determination end flag ccp is set to GGP-PP (μ determination is completed) in step S33.
In step S34, the opening degree value TAGET to be actually controlled is controlled as the target opening degree NTAG according to the amount of depression of the accelerator pedal, and the process ends.
よって、４個の車輪速度センサ１３，１３・・・及び第
５図の制御フローのステップＳ２．Ｓ８により、駆動輪
６のスリップを検出するようにしたスリップ検出手段２
５を構成している。また、ステップＳ２０．Ｓ２５によ
り、上記スリップ検出手段２５で検出される駆動輪６の
スリップ量を、第６図（ハ）に示す如く、制御目標値（
駆動輪（後輪）６と従動輪（前輪）７との間の回転速度
差（ＷＲＰＷ））ΔＮ）にするようスロットル弁１０を
フィードバック制御するフィードバック制御手段２６を
構成している。Therefore, the four wheel speed sensors 13, 13... and step S2 of the control flow in FIG. Slip detection means 2 configured to detect slip of drive wheel 6 by S8
5. Also, step S20. In S25, the amount of slip of the driving wheels 6 detected by the slip detecting means 25 is adjusted to a control target value (
A feedback control means 26 is configured to feedback-control the throttle valve 10 so as to maintain the rotational speed difference (WRPW)) ΔN) between the driving wheel (rear wheel) 6 and the driven wheel (front wheel) 7.
また、同制御フローのステップＳ２７により、アクセル
ペダル１１の踏込み時を検出する踏込み検出手段２７を
構成していると共に、ステップＳ２８゜Ｓ２８． Ｓ
２９により、上記踏込み検出手段２７で検出したアクセ
ルペダル１１の踏込み時に、駆動輪６の滑り率が設定値
未満の時（駆動輪６のスリップ量が目標スリップ量ΔＮ
未満の許容値以下のとき）、補正目標開度値５ＴＡＧを
アクセルペダル踏込み量に応じた目標開度値ＮＴＡＧに
応じて増大補正して、エンジン１の出力をアクセルペダ
ル１１の踏込みに応じて増大させるよう上記フィードバ
ック制御手段２６に優先してスロットル弁１０の開度を
制御するようにした増大制御手段２８を構成している。Further, step S27 of the same control flow constitutes a depression detection means 27 that detects when the accelerator pedal 11 is depressed, and step S28.S28. S
29, when the slip rate of the drive wheels 6 is less than the set value when the accelerator pedal 11 is depressed as detected by the depression detection means 27 (the slip amount of the drive wheels 6 is less than the target slip amount ΔN
(or less than the allowable value), the corrected target opening value 5TAG is increased in accordance with the target opening value NTAG corresponding to the amount of depression of the accelerator pedal, and the output of the engine 1 is increased in accordance with the depression of the accelerator pedal 11. An increase control means 28 is configured to control the opening degree of the throttle valve 10 with priority over the feedback control means 26 so as to cause the above-mentioned feedback control means 26 to control the opening degree of the throttle valve 10.
したがって、上記実施例においては、駆動輪のＷＲのス
リップ量（回転速度差（Ｗｌ？−Ｆν））に応じてスロ
ットル弁１０の開度制御がフィードバック制御とフィー
ドフォワード制御とに適宜切換えられる。Therefore, in the embodiment described above, the opening control of the throttle valve 10 is appropriately switched between feedback control and feedforward control depending on the slip amount (rotational speed difference (Wl?-Fv)) of the WR of the driving wheels.
今、大スリツプ発生時には、側車輪の回転速度差（ＧＭ
−ＰＷ）は第８図に示す如く大きい状況だが、この時に
はスロットル弁１０の開度が第９図に示す如く先ずフィ
ードフォワード制御されて、目標のフォワード制御開度
値５ＴＡＧにまで素早く減少制御された後、再びフィー
ドフォワード制御されて、目標のフォワード復帰制御値
５ＴＡＧにまで素早く復帰制御されるので、駆動輪６の
回転速度が即座に低下してそのスピンの収束が速くなる
と共に、その後に行われるフィードバック制御における
目標回転速度）ＩＯＫυ近傍にまで素早く復帰して、そ
の復帰応答性が良好になる。Now, when a large slip occurs, the difference in rotational speed of the side wheels (GM
-PW) is large as shown in Fig. 8, but at this time, the opening of the throttle valve 10 is first subjected to feedforward control as shown in Fig. 9, and quickly reduced to the target forward control opening value 5TAG. After that, the feedforward control is performed again and the return control is quickly performed to the target forward return control value 5TAG, so the rotational speed of the drive wheel 6 immediately decreases, its spin converges quickly, and the subsequent The rotational speed (target rotational speed in feedback control) quickly returns to the vicinity of IOKυ, and the return responsiveness is improved.
そして、その後は、スロットル弁１０の開度がフィード
バック制御手段２６でフィードバック制御されるので、
駆動輪６の回転速度Ｇｗは目標回転速度ＭＯＫＵに良好
に収束し、その後のスリップが有効に防止されることに
なる。After that, the opening degree of the throttle valve 10 is feedback-controlled by the feedback control means 26, so that
The rotational speed Gw of the drive wheels 6 converges well to the target rotational speed MOKU, and subsequent slips are effectively prevented.
その場合、駆動輪６のスリップ量のフィードバック制御
中において、第１０図に示す如くアクセルペダル１１が
踏込まれた場合には、この踏込み量の増大に応じて駆動
輪６の目標値スリップ量ΔＮも大きくなって駆動輪６の
目標回転速度ＭＯＫＵも大きくなる（第５図のステップ
５２０）。このことにより、フィードバック制御におけ
るスロットル弁１０の目標開度値５ＴＡＧが大きくなり
（ステップ５２５）、この目標開度値５ＴＡＧ及び通常
制御の目標開度値ＮＴＡＧに基づいてスリップ制御の目
標開度値５ＴＡＧが増大側に補正されて（ステップｓ２
６． Ｓ２９）、駆動輪６の滑り率が設定値未満でス
リップ発生に余裕のある状態に限り、スロットル弁開度
がこの補正目標開度値５ＴＡＧに増大制御されるので、
エンジン出力が増大して駆動輪６の回転速度か上昇し、
その分車側は加速することになる。よって、駆動輪６の
スリップを招くことなく運転者によるアクセルペダル１
１の踏込み操作に応じて車両を直接反応させて加速させ
ることができ、運転者の操作感の向上を図ることができ
る。In that case, if the accelerator pedal 11 is depressed as shown in FIG. 10 during feedback control of the slip amount of the drive wheels 6, the target slip amount ΔN of the drive wheels 6 will also increase in accordance with the increase in the amount of depression. As a result, the target rotational speed MOKU of the driving wheels 6 also increases (step 520 in FIG. 5). As a result, the target opening value 5TAG of the throttle valve 10 in the feedback control becomes larger (step 525), and the target opening value 5TAG of the slip control is adjusted based on this target opening value 5TAG and the target opening value NTAG of the normal control. is corrected to the increasing side (step s2
6. S29), the throttle valve opening is controlled to increase to this corrected target opening value 5TAG only when the slip rate of the drive wheels 6 is less than the set value and there is enough room for slip to occur.
The engine output increases and the rotational speed of the drive wheels 6 increases,
The car will accelerate accordingly. Therefore, the driver can press the accelerator pedal 1 without causing the drive wheels 6 to slip.
The vehicle can be made to directly respond and accelerate in response to the depression operation of step 1, and the driver's operating feeling can be improved.
尚、上記実施例では、駆動輪６の目標スリップ量ΔＮを
第７図の特性図に基いてアクセルペダル１１の踏込み量
に応じて可変制御したが、第７図の特性図に代えて、駆
動輪６のスリップ量ΔＮをアクセルペダル開度の変化率
により補正してもよい。また、アクセルペダル踏込み量
に拘らず固定制御する場合についても同様に適用できる
のは勿論である。この場合における駆動輪６の回転速度
の上昇の様子は第１１図のようになる。In the above embodiment, the target slip amount ΔN of the drive wheels 6 was variably controlled according to the amount of depression of the accelerator pedal 11 based on the characteristic diagram in FIG. 7, but instead of the characteristic diagram in FIG. The slip amount ΔN of the wheels 6 may be corrected based on the rate of change of the accelerator pedal opening. It goes without saying that the present invention can also be applied in the same manner to the case where fixed control is performed regardless of the amount of depression of the accelerator pedal. FIG. 11 shows how the rotational speed of the drive wheels 6 increases in this case.
第１図は本発明の構成を示すブロック図である。
第２図ないし第１０図は本発明の実施例を示し、第２図
は全体概略構成図、第３図ないし第５図はコントローラ
による駆動輪のスリップ制御を示すフローチャート図、
第６図はフィードフォワード制御によるエンジン出力の
減少及び復帰制御、並びにフィードバック制御によるエ
ンジン出力制御の説明図、第７図はアクセルペダルの踏
込み量に対する駆動輪の目標スリップ量の補正係数特性
を示す図、第８菌は大スリツプ時における駆動輪及び従
動輪の回転速度の変化の様子の説明図、第９図は大スリ
ツプ発生時におけるスロットル弁開度の変化の様子を示
す作動説明図、第１０図は大スリツプ収束後におけるフ
ィードバック制御時でのアクセルペダルの踏込みに対す
る駆動輪及び従動輪の回転速度の変化の様子の説明図で
ある。第１１図は駆動輪の目標スリップ量がアクセルペ
ダル踏込み量に応して変化しない場合の第１０図相当図
である。
１・・・エンジン、６・・後輪（駆動輪）、７・・・前
輪（従動輪）、１０・・スロットル弁（出力調整手段）
、１３・・・車輪速度センサ、２０・・・コントローラ
、２５・・・スリップ検出手段、２６・・・フィードバ
ック制御手段、２７・・・踏込み検出手段、２８・・・
増大制御手段。FIG. 1 is a block diagram showing the configuration of the present invention. 2 to 10 show embodiments of the present invention, FIG. 2 is a general schematic diagram, and FIGS. 3 to 5 are flowcharts showing slip control of drive wheels by a controller,
Fig. 6 is an explanatory diagram of engine output reduction and recovery control by feedforward control and engine output control by feedback control, and Fig. 7 is a diagram showing the correction coefficient characteristics of the target slip amount of the drive wheels with respect to the amount of depression of the accelerator pedal. , No. 8 is an explanatory diagram showing how the rotational speed of the driving wheel and driven wheel changes when a large slip occurs, FIG. 9 is an operation explanatory diagram showing how the throttle valve opening changes when a large slip occurs, and FIG. The figure is an explanatory diagram of how the rotational speeds of the driving wheels and the driven wheels change in response to depression of the accelerator pedal during feedback control after the large slip converges. FIG. 11 is a diagram corresponding to FIG. 10 when the target slip amount of the driving wheels does not change in accordance with the amount of depression of the accelerator pedal. 1... Engine, 6... Rear wheel (driving wheel), 7... Front wheel (driven wheel), 10... Throttle valve (output adjustment means)
, 13... Wheel speed sensor, 20... Controller, 25... Slip detection means, 26... Feedback control means, 27... Depression detection means, 28...
Increase control means.
Claims (1)
のスリップを検出するスリップ検出手段と、該スリップ
検出手段で検出されるスリップ量を制御目標値にするよ
う上記出力調整手段をフィードバック制御するフィード
バック制御手段とを備えるとともに、アクセルペダルの
踏込み時を検出する踏込み検出手段と、該踏込み検出手
段で検出したアクセルペダルの踏込み時に、駆動輪のス
リップ量が上記制御目標値未満の許容値以下のとき、ア
クセルペダルの踏込みに応じてエンジン出力を増大させ
るよう上記フィードバック制御手段に優先して出力調整
手段を制御する増大制御手段とを備えたことを特徴とす
る自動車のスリップ制御装置。(1) An output adjustment means for adjusting the engine output, a slip detection means for detecting slip of the driving wheels, and feedback control of the output adjustment means so that the amount of slip detected by the slip detection means is set to a control target value. a feedback control means, a depression detection means for detecting when the accelerator pedal is depressed; and a feedback control means for detecting when the accelerator pedal is depressed. an increase control means for controlling the output adjustment means with priority over the feedback control means so as to increase the engine output in response to depression of the accelerator pedal.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63178664A JP2669653B2 (en) | 1988-07-18 | 1988-07-18 | Automotive slip control device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63178664A JP2669653B2 (en) | 1988-07-18 | 1988-07-18 | Automotive slip control device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0227124A true JPH0227124A (en) | 1990-01-29 |
| JP2669653B2 JP2669653B2 (en) | 1997-10-29 |
Family
ID=16052412
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP63178664A Expired - Fee Related JP2669653B2 (en) | 1988-07-18 | 1988-07-18 | Automotive slip control device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2669653B2 (en) |
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH03225040A (en) * | 1990-01-30 | 1991-10-04 | Mitsubishi Motors Corp | Driving force control device for vehicle |
| JPH03258938A (en) * | 1990-01-30 | 1991-11-19 | Mitsubishi Motors Corp | Device for controlling turning of vehicle |
| JPH0422737A (en) * | 1990-05-18 | 1992-01-27 | Mitsubishi Motors Corp | Output controller for vehicle |
| JPH04219432A (en) * | 1990-01-30 | 1992-08-10 | Mitsubishi Motors Corp | Output controller of vehicle |
| JPH0622544U (en) * | 1992-08-31 | 1994-03-25 | 日産ディーゼル工業株式会社 | Accelerator control device |
| WO2004022950A1 (en) * | 2002-09-03 | 2004-03-18 | Toyota Jidosha Kabushiki Kaisha | Vehicle control device, car having the device, and method of controlling the car |
| US8211520B2 (en) | 2005-04-28 | 2012-07-03 | Yoshino Kogyosho Co., Ltd. | Synthetic resin bottle having a gradation pattern, and process for injection molding the preform for use in such a bottle |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS60127465A (en) * | 1983-12-14 | 1985-07-08 | Nissan Motor Co Ltd | Method for detecting slip of driving wheel of vehicle |
| JPS63134828A (en) * | 1986-11-27 | 1988-06-07 | Toyota Motor Corp | Vehicle acceleration slip control device |
-
1988
- 1988-07-18 JP JP63178664A patent/JP2669653B2/en not_active Expired - Fee Related
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS60127465A (en) * | 1983-12-14 | 1985-07-08 | Nissan Motor Co Ltd | Method for detecting slip of driving wheel of vehicle |
| JPS63134828A (en) * | 1986-11-27 | 1988-06-07 | Toyota Motor Corp | Vehicle acceleration slip control device |
Cited By (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH03225040A (en) * | 1990-01-30 | 1991-10-04 | Mitsubishi Motors Corp | Driving force control device for vehicle |
| JPH03258938A (en) * | 1990-01-30 | 1991-11-19 | Mitsubishi Motors Corp | Device for controlling turning of vehicle |
| JPH04219432A (en) * | 1990-01-30 | 1992-08-10 | Mitsubishi Motors Corp | Output controller of vehicle |
| JPH0422737A (en) * | 1990-05-18 | 1992-01-27 | Mitsubishi Motors Corp | Output controller for vehicle |
| JPH0622544U (en) * | 1992-08-31 | 1994-03-25 | 日産ディーゼル工業株式会社 | Accelerator control device |
| US7445066B2 (en) | 2002-09-03 | 2008-11-04 | Toyota Jidosha Kabushiki Kaisha | Vehicle control device, car having the device, and method of controlling the car |
| WO2004022950A1 (en) * | 2002-09-03 | 2004-03-18 | Toyota Jidosha Kabushiki Kaisha | Vehicle control device, car having the device, and method of controlling the car |
| US8211520B2 (en) | 2005-04-28 | 2012-07-03 | Yoshino Kogyosho Co., Ltd. | Synthetic resin bottle having a gradation pattern, and process for injection molding the preform for use in such a bottle |
| US8518504B2 (en) | 2005-04-28 | 2013-08-27 | Yoshino Kogyosho Co., Ltd. | Synthetic resin bottle having a gradation pattern, and process for injection molding the preform for use in such a bottle |
| US8580365B2 (en) | 2005-04-28 | 2013-11-12 | Yoshino Kogyosho Co., Ltd. | Synthetic resin bottle having a gradation pattern, and process for injection molding the preform for use in such a bottle |
| US8685512B2 (en) | 2005-04-28 | 2014-04-01 | Yoshino Kogyosho Co., Ltd. | Synthetic resin bottle having a gradation pattern, and process for injection molding the preform for use in such a bottle |
| US9393725B2 (en) | 2005-04-28 | 2016-07-19 | Yoshino Kogyosho Co., Ltd. | Synthetic resin bottle having a gradation pattern, and process for injection molding the preform for use in such a bottle |
| US9486939B1 (en) | 2005-04-28 | 2016-11-08 | Yoshino Kogyosho Co., Ltd. | Synthetic resin bottle having a gradation pattern, and process for injection molding the preform for use in such a bottle |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2669653B2 (en) | 1997-10-29 |
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