JPH05296076A - Slip control device for vehicle - Google Patents

Abstract

PURPOSE:To ensure traction control at suitable time even when a select switch is in off-operation, when the select switch, by which the traction control can be stopped by the off-operation, is provided, in the case of performing the traction control by action of closing the second electric throttle valve. CONSTITUTION:An electric throttle valve 15 is provided separately from primary and secondary throttle valves 8a, 8b associated with an accelerator pedal. In the case of off-operating a select switch 40, for instance, when a rotational speed difference between drive and driven wheels of a vehicle reaches a large rotational speed difference exceeding the preset rotational speed difference at the time of starting traction control, the electric throttle valve 15 is forced to be controlled to a closing side, and by controlling an engine output lowered down, drive power of the vehicle is reduced to force the traction control performed. In this way, running stability of the vehicle can be improved.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an improvement of a vehicle slip control device which suppresses or eliminates slip when it occurs.

[0002]

2. Description of the Related Art Conventionally, as a slip control device for a vehicle of this type, as disclosed in, for example, Japanese Patent Application Laid-Open No. 1-266028, a mechanical throttle valve that is mechanically linked to and interlocks with an accelerator pedal is known. Separately, an electric throttle valve whose opening is electrically controlled is provided, and when the vehicle slips, the electric throttle valve is controlled to the closing side to reduce the output of the engine and reduce the driving force of the vehicle. It is known to reduce the slip and suppress or eliminate the slip.

[0003]

By the way, in the vehicle slip control device for suppressing the slip by controlling the reduction of the driving force of the vehicle as described above, a selection switch operated by an operator such as a driver is provided. ON of selection switch
At the time of operation, it is possible to perform slip suppression control by the above-mentioned driving force reduction control, and at the time of turning off the selection switch,
There is a system in which the drive force reduction control is prohibited and the slip suppression control is stopped.

However, in the case where the above-described selection switch is provided and the selection switch is turned off by the driver's preference, the following problems occur. In other words, the slip amount increases while the vehicle is driving,
Even when the driver feels that slip control is necessary,
Unless the driver quickly turns on the selection switch, the slip suppression control does not operate even though the vehicle has a slip suppression function. Also,
With a differential device that allows the differential between the left and right wheels of the drive wheels and a differential device that allows the differential between the front and rear axles of a four-wheel drive vehicle, slippage between the left and right wheels and the front and rear axles occurs when the selection switch is turned off. If the amount (rotational speed difference) increases, the differential rotational speed difference of these differential devices also increases, and if this state continues, abnormal wear of the differential device and seizure of the differential portion are likely to occur. Become.

The present invention has been made in view of the above circumstances, and an object thereof is to provide a vehicle slip control device capable of selecting the operation of the slip suppression control and the stop thereof by operating the selection switch as described above. Even if the selection switch is in the OFF operation state, the slip suppression function is forcibly exerted as appropriate to improve the traveling safety of the vehicle and prevent abnormal wear and seizure of the differential gear. is there.

[0006]

In order to achieve the above object, a concrete solving means of the invention according to claim 1 reduces a driving force of a vehicle when a vehicle slip occurs, as shown in FIG. Driving force control means 45 and the driving force control means 45
A slip control device for a vehicle, which is provided with a selecting means 40 for manually switching and selecting the operation and the stop thereof. Then, the slip amount detecting means 46 for detecting the slip amount of the vehicle and the selecting means 40 are driven force controlling means 45.
When the slip amount of the vehicle detected by the slip amount detecting means 46 is equal to or more than the set slip amount at which the drive force control means 45 starts to operate, the driving force is Forced control means 47 for forcibly operating the control means 45 is provided.

Further, in the invention described in claim 2, the slip amount detecting means 46 of the invention described in claim 1 is specified,
It is configured to detect the difference in the number of rotations between the drive wheel and the driven wheel of the vehicle.

Further, in the invention according to claim 3, the invention according to claim 1
Limiting the described invention, the vehicle is provided with a differential device that allows a differential between the wheels, and the slip amount detecting means 46 is configured to detect a differential rotational speed difference of the differential device. At the same time, the forced control means 47 is connected to the slip amount detection means 46.
It is configured to operate when the differential rotation speed difference of the differential device detected by is greater than or equal to the set rotation speed difference.

In addition, in the invention described in claim 4, the differential device at the time of starting the operation of the driving force control means 45 by specifying the set rotational speed difference of the forced control means 47 in the invention described in claim 3 above. It is set higher than the differential rotation speed difference.

Further, in the invention of claim 5, in the invention of claim 3, the differential device is specified to allow differential between the front wheel side axle and the rear wheel side axle. The forced control means 47 is configured to operate when the differential rotation speed difference between the front and rear axles of the differential device is equal to or greater than the set rotation speed difference.

Further, in the invention described in claim 6, in the invention described in claim 3, the differential device is specified to allow differential between the left side wheel and the right side wheel, and the forced control means is provided. 47 is configured to operate when the differential rotational speed difference between the left and right wheels of the differential device is equal to or greater than the set rotational speed difference.

In addition, in the invention according to claim 7, the forced control means 47 of the invention according to claim 2 or claim 6 is specified so that it operates only when the vehicle speed is higher than the set vehicle speed. There is.

[0013]

With the above construction, in the invention of claim 1,
Even when the selection unit 40 is turned off, the operation of the driving force control unit 45 is prohibited, and the slip suppression control is stopped, the slip amount of the vehicle is determined by the driving force control unit 45.
When a large slip amount exceeds the set slip amount at which the operation starts, the compulsory control means 47 drives the driving force control means 45.
Is forcibly operated, the driving force of the vehicle is forcibly reduced and the large slip is effectively suppressed.

In particular, according to the second aspect of the present invention, the driving force of the vehicle is forcibly reduced when the difference in rotation speed between the drive wheels and the driven wheels of the vehicle exceeds the set rotation speed difference. Since it is controlled, a large slip of the driving wheels is effectively suppressed.

According to the third aspect of the invention, if the differential rotation speed difference of the differential device becomes equal to or larger than the set rotation speed difference, the compulsory control means 47 forcibly operates the driving force control means 45 at this point. As a result, the driving force of the vehicle is forcibly controlled to be reduced, so that the differential rotation speed difference of the differential device is reduced to a small value, which causes abnormal wear of the differential device and seizure of the differential portion. Is effectively prevented.

In this case, according to the invention as set forth in claim 4, a set rotational speed difference higher than the differential rotational speed difference of the differential gear when the drive force control means 45 starts to operate when the selection means 40 is turned on is reached. For the first time, since the driving force control means 45 is forcibly operated, the driving force of the vehicle is forcibly reduced and controlled only in a limit state such as a stuck state in which the vehicle is fitted in a hole on the road, and other normal conditions. In the case of, the forced reduction control of the driving force is not performed as in the OFF operation of the selection unit 40.

Further, in the inventions according to claims 5 and 6, the set rotational speed difference is the differential rotational speed difference between the front and rear axles of the differential device or the differential rotational speed difference between the left and right wheels of the differential device. At the time when the above is reached, the forcible control means 47 forcibly actuates the driving force control means 45, so that the driving force of the vehicle is forcibly reduced and the differential rotational speed difference of the differential device is reduced. However, abnormal wear of the differential device and seizure of the differential portion are effectively prevented.

In addition, in the invention described in claim 7, the difference between the rotational speeds of the drive wheels and the driven wheels of the vehicle is a large rotational speed difference exceeding the set rotational speed difference, or the difference between the left and right wheels of the differential device. Even if the difference in dynamic speed exceeds the set speed difference,
The driving force of the vehicle is forcibly reduced and controlled only when this state occurs at a high vehicle speed, so that the safety of the vehicle is ensured favorably.

[0019]

As described above, according to the slip control device for a vehicle according to the first to third, fifth and sixth aspects of the invention, the slip suppressing control is stopped by the selecting means. Even in the situation, the slip amount of the vehicle, for example, the rotational speed difference between the drive wheel and the driven wheel, the rotational speed difference between the front and rear axles of the differential device, or the differential rotational speed difference between the left and right wheels has reached a large value. In this case, the driving force of the vehicle is forcibly reduced and the function of suppressing slip is exerted in a timely manner, so that the safety of vehicle traveling can be improved and abnormal wear and seizure of the differential gear are effective. Can be prevented.

According to the fourth aspect of the invention, when the selection means is turned off, the driving force can be forcibly reduced only in the limit state such as the stack state of the vehicle. Correspondingly, the prohibition of the driving force reduction control can be held.

Further, according to the seventh aspect of the present invention, since the driving force of the vehicle can be forcibly reduced only when the vehicle speed is high, the safety of the vehicle can be satisfactorily ensured.

[0022]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT An embodiment of the present invention will be described below with reference to FIGS.

In FIG. 2, reference numeral 1 denotes a rotary engine, 2
Is a rotor which rotates while slidingly contacting the inner peripheral surface of the trochoid formed in the engine 1, 3, 3 and 3 are working chambers partitioned by the rotor 2, and 5 is a working chamber 3 in the suction process. An intake passage communicating with 6 is an exhaust passage communicating with the working chamber 3 in the exhaust process.

The intake passage 5 is a low-load intake passage 5a.
And a high-load intake passage 5b, and a low-load intake passage 5a is provided with a primary throttle valve 8a mechanically linked to an accelerator pedal (not shown) and linked to the accelerator pedal. In addition, in the high load intake passage 5b, a secondary throttle valve 8b for high load, which is interlocked with the primary throttle valve 8a after the set low load when the primary throttle valve 8a is expanded to the set opening degree, An auxiliary throttle valve 9 is provided on the upstream side of the throttle valve 8b to gradually expand the throttle valve 8b when the valve rapidly expands to smooth out the change in the intake air amount. Further, a primary fuel injection valve 10 is arranged in the vicinity of the working chamber 3 on the downstream side of the primary throttle valve 8a of the load intake passage 5a, and a secondary fuel injection valve 11 is arranged on the downstream side of the secondary throttle valve 8b of the high load intake passage 5b. Are arranged.

Further, the low-load and high-load intake passages 5a, 5b are assembled at the upstream end to form a collective intake passage 5c. An electric throttle valve 15 is provided in the collective intake passage 5c.
The electric throttle valve 15 is controlled in opening by a stepping motor 16. An air flow sensor 17 that detects the amount of intake air to the engine 1 is arranged on the upstream side of the collective intake passage 5c.

In addition, a catalyst device 18 and silencers 19a and 19b arranged in parallel are arranged in the exhaust passage 6, and the exhaust passage 6 on the upstream side of the catalyst device 18 is
A part is branched into two, and the primary turbo supercharger 22 and the pumps 22a and 23a of the secondary turbo supercharger 23 that operate only when the load is high are arranged in the two branched portions. On the other hand, a part of the collecting exhaust passage 5c has a portion of 2
The turbocharger 22, 23 is branched into two branches.
Turbines 22b and 23b are arranged.

Further, 28 is an opening sensor that detects the opening of the primary throttle valve 8a, 29 is an opening sensor that detects the opening of the electric throttle valve 15, and 30 is the temperature of the cooling water of the engine 1. A water temperature sensor 31 is a rotation speed sensor that detects the rotation speed of the engine 1. Also,
Reference numeral 35 is an engine controller for controlling the amount of fuel injected into the engine 1 and the like, 36 is an electric throttle valve control unit for controlling the opening of the electric throttle valve 15, and
A traction control unit 37 controls the opening of the electric throttle valve 15 so as to suppress the slip of the vehicle. The traction control unit 37
Includes a drive wheel sensor 38 that individually detects the rotational speeds of the drive wheels of the vehicle, for example, the left and right front wheels, and a driven wheel sensor 39 that individually detects the rotational speeds of the left and right rear wheels, respectively, as the driven wheels. And the vehicle speed signal of the vehicle speed sensor 44 are input, and a selection switch 40 as a selection unit for selecting whether or not to perform slip suppression control when a wheel slip occurs is connected. In the figure, 41 is an intercooler, 42 is a thermowax for expanding the primary throttle valve 8a by a set minute opening when the engine is cold, and 4 is a thermowax.
Reference numeral 3 is an idle speed adjustment device that adjusts the intake air amount that bypasses the primary throttle valve 8a.

Next, the traction control (slip suppression control) by the electric throttle valve 15 will be described based on the control flow of FIG.

After starting, the detection signals of the above-mentioned sensors and the ON / OFF state of the selection switch 40 are read in step S1, and the state of the selection switch 40 is discriminated in step S2 to allow the traction control of the ON operation state. At step S3, the slip amount of the vehicle is calculated from the rotational speed difference between the driving wheel and the driven wheel of the vehicle at step S3, and the slip amount is compared with the set slip ratio A corresponding to the start of the traction control at step S4. When the slip amount ≦ A, the traction control is not required, so the closing amount of the electric throttle valve 15 is set to zero in step S5 and the fully opened state is maintained. On the other hand, when traction control of slip amount> A is required, in step S6, the larger the slip amount, the larger the amount of closing of the electric throttle valve 15 is calculated and set according to the slip amount.
In step 7, the stepping motor 16 is controlled with the set closing amount, and the opening of the electric throttle valve 15 is controlled to the opening corresponding to the closing amount.

On the other hand, when the selection switch 40 is turned off in step S2, step S2 is executed.
At 8, the slip amount of the vehicle is compared with another set value B (B> A) exceeding the set value A. Then, when the slip amount ≦ B, it is determined that the forced traction control is not necessary, and the closing amount of the electric throttle valve 15 is set to zero in step S9. On the other hand, when the slip amount> B, the current vehicle speed V is compared with the high vehicle speed value Vo in step S10, and V
Only when the vehicle speed is ≧ Vo, it is judged that the forced traction control is necessary, and in step S11, according to the slip amount at that time, the larger the slip amount, the electric throttle valve 15
In step S7, the stepping motor 16 is controlled with the closing amount set as described above, and the opening degree of the electric throttle valve 15 is controlled to an opening degree corresponding to the closing amount.

Therefore, in the control flow of FIG.
Through steps S3 to S7, S9, and S10, when the slip amount of the vehicle exceeds the set value A, the opening of the electric throttle valve 15 is controlled to a closing amount corresponding to the slip amount A to reduce the output of the engine 1. The driving force control means 45 is configured to reduce the driving force of the vehicle. Further, the step S3 of the control flow constitutes the slip amount detecting means 46 for detecting the slip amount of the vehicle based on the difference in rotational speed between the drive wheel and the driven wheel of the vehicle. Further, in steps S2 and S8, when the selection switch 40 is switched to the stop side of the driving force control means 45, the slip amount of the vehicle detected by the slip amount detecting means 46 is determined by the driving force control means 45. The forced control means 47 is configured to forcibly operate the driving force control means 45 when the vehicle speed is high when the slip amount B exceeds the set slip amount A to start operating.

Therefore, in the above embodiment, FIG.
As shown in, even when the selection switch 40 is operated to the OFF side and the traction control is not required, the slip ratio of the vehicle becomes equal to or higher than the set value B of the normal control at the high vehicle speed. When it increases, the traction control is compulsorily started at this point, so that the slip of the vehicle is immediately suppressed or eliminated, and the traveling safety of the vehicle is improved.

FIG. 5 and FIG. 6 show another embodiment of the present invention as claimed in claim 1, wherein the driving force of the vehicle is reduced when the differential speed difference of the differential gear is large.

That is, FIGS. 5 and 6 show a transfer structure of a four-wheel drive vehicle, and 57 is an engine in which a crankshaft 57a is laterally arranged in the vehicle width direction, and the crankshaft 57a has a right end portion in FIG. A clutch 58 is connected to. Further, the transmission 6 is provided at the rear of the vehicle body of the engine 57.
The transmission 60 has an input shaft 60a and an output shaft 60b arranged in parallel with the crankshaft 57a of the engine 57.

A power transmission mechanism 62 is arranged between the clutch 58 and the transmission 60 as shown in FIG.
The power transmission mechanism 62 includes a drive sprocket 62a connected to a clutch disk 58a of a clutch 58 and a driven sprocket 62b connected to an input shaft 60a of a transmission 60.
And a chain 62c wound around both the sprockets, and when the clutch 58 is engaged, the power of the engine 57 is transmitted to the input shaft 60a of the transmission 60 via the clutch 58.

Below the transmission 60, the front
A drive shaft 65 is arranged, and left and right front wheels W, W are connected to the left and right ends of the drive shaft 65, respectively. The front drive shaft 65 includes a front wheel differential 67 as a differential device that absorbs and absorbs the rotational speed difference between the left and right front wheels when the vehicle turns, and an admissible rotational speed difference between the front and rear axles when the vehicle turns. A center differential 68 as a differential device is arranged.

The front wheel differential 67 has two pinion gears 67a and two side gears 67b to which the left and right shaft portions 65a and 65b of the front drive shaft 65 are connected. On the other hand, the center differential 68 is composed of a double planetary gear mechanism, and has a ring gear 68a meshed with an output gear 60c provided at the left end of the transmission 60 in FIG.
A plurality of first pinion gears 68b that mesh with the inner periphery of
It is composed of a plurality of second pinion gears 68c that mesh with the first pinion gear 68b and a sun gear 68d that meshes with the second pinion gear 68c. The sun gear 68d is fixedly arranged on the case 67c of the front wheel differential 67. ..

The carrier 68e for connecting the plurality of first and second pinion gears 68b, 68c ... Of the center differential 68 is located on the right side in FIG. 6 of the center differential 68 in the vehicle width direction, that is, the front wheel differential 67. A bevel gear 71 is formed on the outer side of the case 67c in the radial direction and is provided on the carrier 68e for output to the rear wheels.

An idle gear 72 composed of another bevel gear meshes with the bevel gear 71, and the idle gear 72
Is supported by the tip of the first support shaft 73, and the first support shaft 7
A drive gear 75 is connected behind the idle gear 72 of No. 3. Further, a second support shaft 76 is arranged in parallel to the first support shaft 73 on the right side of the first support shaft 73 in FIG. 5, that is, on the side of the center position of the vehicle body in the vehicle width direction. A driven gear 77 meshing with the drive gear 75 is fixedly arranged. The rear end of the second support shaft 76 is connected to a propeller shaft 80 extending in the vehicle front-rear direction at a center position in the vehicle width direction.
A drive shaft 82 for the rear wheels W and W is connected to the rear end portion via a rear wheel differential 81.

Next, the traction control will be described with reference to FIG. This control is performed by the engine controller 35 and the throttle valve control unit 3 shown in FIG.
Done at 6.

That is, after starting, in step S1, the wheel speed of each wheel W, the opening degrees of the throttle valves 8a and 8b of the engine 1, the engine speed, and each signal of the selection switch 40 are input, and then in step S2. Selection switch 40 is ON
In the traction control mode, it is determined whether or not the operated traction control mode is set. In step S3, the rotational speed difference between the left and right drive wheels W, W and the rotational speed difference between the front and rear wheels W, W are determined. When the respective rotational speed differences exceed the set value ΔNo (for example, about 60 rpm), the larger the rotational speed difference is, the larger the setting value of the closing amount of the electric throttle valve 15 is set to be calculated, and the stepping is performed with this closing amount. Control the motor 16,
The opening degree of the electric throttle valve 15 is controlled to the opening degree according to the closing amount, and the brake device of the vehicle is operated with the braking force according to the respective rotational speed differences.

On the other hand, in step S2, the selection switch 4
If 0 is not the traction control mode in which the OFF operation is performed, the traction control at the limit of the vehicle is forcibly executed after step S4. That is, first in step S4, the rotational speed difference ΔN1 between the left and right drive wheels W, W is calculated, and in step S5, the rotational speed difference ΔN2 between the front and rear wheels W, W.
To calculate. Then, in steps S6 and S7, the rotational speed differences ΔN1 and ΔN2 are set to the set values ΔN1MAX and ΔN2MAX, respectively.
Compare with. Here, each set value ΔN1MAX, ΔN2MAX
Is the set rotational speed difference ΔNo (60 rpm) at the time of executing the traction control when the selection switch 40 is turned on.
Setting value (eg 600 to 700)
r. p. m) is preset.

Then, ΔN1 ≧ ΔN1MAX or ΔN2
In the case of a large rotational speed difference of ≧ ΔN2MAX, the current vehicle speed V is compared with the high vehicle speed value Vo in step S8, and only when the vehicle speed is V ≧ Vo, the rotational speed difference ΔN1, ΔN is set in step S9.
The opening degree of the electric throttle valve 15 is forcibly closed and controlled by a closing amount corresponding to 2, and then, in step S10, an indicator is displayed when the forcible traction control is executed. Then, in step S11, it is determined whether or not a predetermined ending condition such as when the rotational speed difference falls below the set value is satisfied, and when the ending condition is not satisfied, the opening degree of the electric throttle valve 15 is forcibly closed. If the control is continued and the termination condition is satisfied, the control for closing the opening degree of the electric throttle valve 15 is terminated and the process returns to the original state.

Therefore, step S4 of the control flow of FIG.
And S5, the differential rotational speed difference of the front wheel differential 67 is detected by the rotational speed difference ΔN1 between the left front wheel and the right front wheel as driving wheels, and the front and rear axles are also detected by the rotational speed difference ΔN2 between the front and rear wheels. The slip amount detecting means 90 is configured to detect the differential rotational speed difference between the two, that is, the differential rotational speed difference of the center differential 68. Further, in steps S7 to S9 of the control flow, when the differential rotational speed difference ΔN2 of the center differential 68 is equal to or greater than the set rotational speed difference ΔN2MAX (ΔN2MAX ≧ ΔNo), the electric throttle valve 15 is controlled to be closed. The forcible control means 91 for forcibly operating the driving force control means 45 is configured, and steps S6 and S are performed.
8 and S9, when the vehicle speed V is a high vehicle speed equal to or higher than the set value Vo, the differential rotation speed difference ΔN1 between the left and right front wheels of the front wheel differential 67 becomes equal to the set rotation speed difference ΔN1MAX (ΔN1
The force control means 92 is configured to operate when the value is greater than or equal to MAX ≧ ΔNo) and forcibly operate the drive force control means 45 to control the electric throttle valve 15 to be closed.

Therefore, in the above embodiment, even when the selection switch 40 is turned off, the differential rotation speed difference ΔN1 between the left and right front wheels or the differential rotation speed difference ΔN between the front and rear axles.
2 becomes equal to or more than the set rotational speed difference ΔN1MAX, ΔN2MAX, the electric throttle valve 15 is forcibly closed and the engine output is reduced, and the driving force of the vehicle is reduced correspondingly. The differential rotational speed difference between the differential 67 and the center differential 68 is reduced, and abnormal wear of these differentials 67 and 68 and seizure of the differential portion are effectively prevented.

In this case, in the forcible closing control of the electric throttle valve 15, the differential rotation speed difference between the front wheel differential 67 and the center differential 68 is set value ΔN1.
It is executed only when MAX, ΔN2MAX (600 to 700 rpm) is exceeded, and is not executed in the vicinity of the set value ΔNo (about 60 rpm) when the selection switch 40 is turned on. When turning off the
The traction control is forcibly performed only when driving at high speeds, when starting on snowy roads, when exiting the stack, etc., and is not executed in other normal driving conditions. Driving that matches the driver's will While exhibiting the performance, it is possible to improve the traveling safety in the almost limit state of the vehicle, particularly the traveling safety at high speed traveling.

In the above description, the driving force control means 45
Although the one in which the electric throttle valve 15 is controlled to be closed is adopted as the above, an ABS brake device for preventing skid of the wheels may be used instead.

[Brief description of drawings]

FIG. 1 is a block diagram showing a configuration of an invention according to claim 1.

FIG. 2 is an overall configuration diagram.

FIG. 3 is a flowchart showing traction control.

FIG. 4 is an operation explanatory diagram.

FIG. 5 is a skeleton diagram of the overall configuration showing an embodiment of the invention according to claim 3;

FIG. 6 is a diagram showing a specific configuration around a front wheel differential and a center differential of the embodiment.

FIG. 7 is a flowchart showing traction control of the same embodiment.

[Explanation of symbols]

1 Engine 8a Primary Throttle Valve 8b Secondary Throttle Valve 15 Electric Throttle Valve 16 Stepping Motor W Wheel 40 Selection Switch (Selection Means) 45 Driving Force Control Means 46,90 Slip Amount Detection Means 47,91,92 Forced Control Means 67 For Front Wheels Differential (Differential) 68 Center Differential (Differential)

Front page continued (72) Inventor Yasuhiro Harada, 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture, Mazda Co., Ltd. (72) Inventor, Hisao Fu, 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture (72) ) Inventor Shuji Hita 3-3 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Mazda Motor Corporation

Claims (7)

[Claims] 1. A vehicle slip comprising a driving force control means for reducing a driving force of the vehicle when a vehicle slip occurs, and a selection means for manually switching and selecting the operation and stop of the driving force control means. The control device is a slip amount detecting means for detecting the slip amount of the vehicle and the slip amount of the vehicle detected by the slip amount detecting means when the selecting means is switched to the stop side of the driving force control means. And a forced control means for forcibly operating the drive force control means when the slip amount exceeds a set slip amount at which the drive force control means starts to operate, and a slip control device for a vehicle. .. 2. The slip control device for a vehicle according to claim 1, wherein the slip amount detecting means detects a rotational speed difference between a driving wheel and a driven wheel of the vehicle. 3. The vehicle is provided with a differential device that allows a differential between the wheels, the slip amount detecting means detects a differential rotational speed difference of the differential device, and the forced control means is the above-mentioned. 2. The slip control device for a vehicle according to claim 1, wherein the differential control device operates when the differential rotation speed difference of the differential device detected by the slip amount detecting means is equal to or greater than a set rotation speed difference. 4. The set rotational speed difference of the forced control means is set higher than the differential rotational speed difference of the differential gear when the drive force control means starts to operate. Vehicle slip control device. 5. The differential device allows a differential between a front-wheel-side axle and a rear-wheel-side axle, and the forced control means includes a differential rotational speed difference between the front and rear axles of the differential device. 4. The slip control device for a vehicle according to claim 3, wherein is activated when the difference is equal to or more than a set rotational speed difference. 6. The differential device allows differential between a left wheel and a right wheel, and the compulsory control means sets a differential rotational speed difference between left and right wheels of the differential device to a set rotational speed. The slip control device for a vehicle according to claim 3, wherein the slip control device is activated when the difference exceeds a certain number. 7. The forced control means operates only when the vehicle speed is higher than a set vehicle speed.
Alternatively, the vehicle slip control device according to claim 6.