JPS60104730A - Slip preventing apparatus for car - Google Patents
Slip preventing apparatus for carInfo
- Publication number
- JPS60104730A JPS60104730A JP58213052A JP21305283A JPS60104730A JP S60104730 A JPS60104730 A JP S60104730A JP 58213052 A JP58213052 A JP 58213052A JP 21305283 A JP21305283 A JP 21305283A JP S60104730 A JPS60104730 A JP S60104730A
- Authority
- JP
- Japan
- Prior art keywords
- wheel speed
- slip
- engine
- fuel
- speed
- 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
Links
- 239000000446 fuel Substances 0.000 claims abstract description 61
- 230000002265 prevention Effects 0.000 claims description 5
- 238000001514 detection method Methods 0.000 claims description 4
- 238000000034 method Methods 0.000 description 6
- 230000001133 acceleration Effects 0.000 description 5
- 238000010586 diagram Methods 0.000 description 3
- 230000000694 effects Effects 0.000 description 3
- PCHJSUWPFVWCPO-UHFFFAOYSA-N gold Chemical compound [Au] PCHJSUWPFVWCPO-UHFFFAOYSA-N 0.000 description 3
- 239000010931 gold Substances 0.000 description 3
- 229910052737 gold Inorganic materials 0.000 description 3
- 239000003795 chemical substances by application Substances 0.000 description 1
- 239000013256 coordination polymer Substances 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 238000002347 injection Methods 0.000 description 1
- 239000007924 injection Substances 0.000 description 1
- 230000001629 suppression Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K28/00—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions
- B60K28/10—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle
- B60K28/16—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle responsive to, or preventing, skidding of wheels
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/12—Introducing corrections for particular operating conditions for deceleration
- F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- General Engineering & Computer Science (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- 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】
［技術分野］
本発明は車両用スリップ防止装置に関するものであり、
特に車両の発進時あるいは加速時の過大なスリップを防
止する車両用スリップ防止装置に関する。[Detailed Description of the Invention] [Technical Field] The present invention relates to a slip prevention device for a vehicle,
In particular, the present invention relates to a vehicle slip prevention device that prevents excessive slip when the vehicle starts or accelerates.
［従来技術］
従来、例えばスリップ時にエンジンの金気筒の燃料カッ
トを行ない、エンジントルクを抑える車両用スリップ防
止装置が提案されている。[Prior Art] Conventionally, a slip prevention device for a vehicle has been proposed, which suppresses engine torque by cutting off fuel from a cylinder of an engine when the vehicle slips, for example.
しかしながら、一般にエンジンに燃料を供給してからエ
ンジントルクを発生するまでには遅れが存在する。この
遅れはエンジン回転数によって変化する。つまり、エン
ジン回転数が高い場合は遅れは小さく、逆にエンジン回
転数が低い場合は遅れは大きい。従って、エンジン回転
数が低い場合に全気筒燃料カットを行なうと駆動輪速度
が落ち込み、ドライバビリティ・加速性が悪化すると言
った、問題があった。However, there is generally a delay between supplying fuel to the engine and generating engine torque. This delay varies depending on the engine speed. That is, when the engine speed is high, the delay is small, and conversely, when the engine speed is low, the delay is large. Therefore, there is a problem in that if all cylinder fuel is cut when the engine speed is low, the driving wheel speed decreases and drivability and acceleration deteriorate.
［発明の目的］
本発明は上記の点に鑑みなされたものであり、その目的
とするところはエンジン回転数に応じて燃料供給を制御
することにより走行安定性と加速性、ドライバビリティ
の向上を図るスリップ防止装置を提供することにある。[Object of the Invention] The present invention has been made in view of the above points, and its purpose is to improve running stability, acceleration performance, and drivability by controlling fuel supply according to engine speed. An object of the present invention is to provide an anti-slip device that achieves the following.
［発明の構成］
かかる目的を達成するための本発明の構成は第１図に示
す如く、
駆動輪速度を検出する駆動輪速度検出手段ａと、従動輪
速度を検出する従動輪速度検出手段すと、エンジン回転
数を検出Ｊるエンジン回転数検出手段Ｃと、
上記駆動輪速度と従動輪速度とエンジン回転数に基づい
て燃料供給の制御を行なう制御手段ｄと、該制御手段ｄ
からの信号に基づいて車両のエンジントルクを制御する
トルク制御手段ｅとを備えることを特徴とづる車両用ス
リップ防止装置を要旨としている。[Structure of the Invention] As shown in FIG. 1, the structure of the present invention for achieving the above object includes a driving wheel speed detecting means a for detecting the driving wheel speed, and a driven wheel speed detecting means for detecting the driven wheel speed. , an engine rotation speed detection means C for detecting the engine rotation speed, a control means d for controlling fuel supply based on the driving wheel speed, driven wheel speed, and engine rotation speed, and the control means d
The gist of the present invention is a slip prevention device for a vehicle characterized by comprising a torque control means e for controlling the engine torque of the vehicle based on a signal from the vehicle.
［実施例］ 以下に本発明を、実施例を挙げて図面と其に説明する。[Example] The present invention will be explained below with reference to the drawings and examples.
第２図は本発明のスリップ防止装置の栴成図である。図
において１は駆動輪速度を検出する駆動輪速度センサ、
２は従動輪速度を検出する従動輪速度センサ、３は７２
０’ＣＡ毎にパルスを出力する第１クランク角センサ、
４は第１クランク角セン−す３の出力に対し３６０℃八
位相のずれたパルスを７２０℃Ａ毎に出力する第２クラ
ンク角センザ、５は３０℃Ａ毎にパルスを出力する第３
クランク角センサ、６はマイクロコンピュータであり、
スリップ発生時には燃料カットを行なうスリップ制御装
置、７はエンジンの運転状態に応じてエンジンに適切な
燃料を供給する燃料供給装置である。FIG. 2 is a schematic diagram of the anti-slip device of the present invention. In the figure, 1 is a driving wheel speed sensor that detects the driving wheel speed;
2 is a driven wheel speed sensor that detects the driven wheel speed, 3 is 72
a first crank angle sensor that outputs a pulse every 0'CA;
4 is a second crank angle sensor that outputs a pulse every 720°C with a phase difference of 360°C from the output of the first crank angle sensor 3; 5 is a third crank angle sensor that outputs a pulse every 30°C;
Crank angle sensor, 6 is a microcomputer,
A slip control device cuts fuel when a slip occurs, and a fuel supply device 7 supplies appropriate fuel to the engine depending on the operating state of the engine.
そして、スリップ制御Ｉｌ装置６において６１はスリッ
プ判定等の演算を行なう中央処理ユニツ１−（以下ＣＰ
Ｕと呼ぶ。）、６２は速度センサ１．２のパルス幅を計
数するカウンタ、６３は速度センサ１．２及びクランク
角センサ３．４．５の信号を入力′す゛る入力装置、６
４は演算結果等を一時的に記憶するランダムアクセスメ
モリ（以下ＲＡＭと呼ぶ。）、６５は演算プログラムや
制御データを記憶しているリードオンリーメモリ〈以下
ＲＯＭと呼ぶ。）、６６は燃料供給装置７へ制御信号を
出ノｊする出力装置である。In the slip control Il device 6, 61 is a central processing unit 1- (hereinafter referred to as CP) that performs calculations such as slip determination.
Call it U. ), 62 is a counter that counts the pulse width of the speed sensor 1.2, 63 is an input device that inputs the signals of the speed sensor 1.2 and the crank angle sensor 3.4.5;
4 is a random access memory (hereinafter referred to as RAM) for temporarily storing calculation results, etc., and 65 is a read-only memory (hereinafter referred to as ROM) for storing calculation programs and control data. ), 66 is an output device that outputs a control signal to the fuel supply device 7.
スリップ制御装置６は速度センサ１及び２の速度信号か
らスリップを判定し、スリップ発生時には、第３クラン
ク角レンサ５からの３ＣＩＡ信号によりエンジン回転数
Ｎｅを演算し、エンジン回転数Ｎｅが所定値（Ｎｌとす
る）以上の時には通常の燃料カットの如く金気筒の燃料
カットを行なうべく燃利供給装＠７に対して、燃料カッ
ト信号を出力する。また、エンジン回転数ＮｅがＮ１未
満の時にはクランク角センサ３及び４の信号に基づき、
例えば、第１クランク角センサ３のパルス発生からの第
２クランク角センサ４のパルス発生まで（Ｇ１モードと
する）は燃料カットを行ない、第２クランク角センサ４
のパルス発生から第１クランク角センサ３のパルス発生
まで（Ｇ２モードとする）は通常の燃料噴射を行なって
、全気筒中、半分の気筒のみ燃料カットを行なうべく燃
料供給装置７に対して、断続的な燃料カッ１〜信号を出
力する。The slip control device 6 determines a slip from the speed signals of the speed sensors 1 and 2, and when a slip occurs, calculates the engine speed Ne based on the 3CIA signal from the third crank angle sensor 5, and sets the engine speed Ne to a predetermined value ( Nl) or above, a fuel cut signal is output to the fuel supply system @7 to cut off the fuel in the gold cylinder like a normal fuel cut. Furthermore, when the engine speed Ne is less than N1, based on the signals of the crank angle sensors 3 and 4,
For example, the fuel is cut from the time when the first crank angle sensor 3 generates a pulse until the second crank angle sensor 4 generates a pulse (G1 mode).
From the generation of the pulse to the generation of the pulse of the first crank angle sensor 3 (G2 mode), normal fuel injection is performed, and the fuel supply device 7 is instructed to perform fuel cut in only half of all cylinders. Outputs an intermittent fuel cut signal.
尚、駆動輪速度センサ１は駆動輪速度検出手段ａに、従
動輪速度センサ２は従動輪速度検出手段１】に、第３ク
ランク角センサ５はエンジン回転数検出手段Ｃに、第１
クランク角センザ３、第２クランク角センザ４、スリッ
プ制御装置６は制御手段ｄに、燃料供給装置７は１−ル
ク制御手段ｅに夫々該当づる。The driving wheel speed sensor 1 is connected to the driving wheel speed detecting means a, the driven wheel speed sensor 2 is connected to the driven wheel speed detecting means 1], the third crank angle sensor 5 is connected to the engine rotation speed detecting means C, and the driven wheel speed sensor 2 is connected to the driven wheel speed detecting means C.
The crank angle sensor 3, the second crank angle sensor 4, and the slip control device 6 correspond to the control means d, and the fuel supply device 7 corresponds to the 1-lux control means e.
次に、マイクロコンピュータを用いたスリップ制御装置
６の詳細な動作を第３図のフローチャー１〜ににり説明
する。まず、処理が開始されると、ステップ１００にて
駆動輪速度センサ１の出力から駆動輪速度Ｖｗを演算し
、ステップ１０１にて従動輪速度センサ２の出力から従
動輪速度ＶＶを演算し、更に、ステップ１０２にて従動
輪速度ＶＶをに倍（Ｋ＝１．１〜２）してスリップ判定
レベルＶ［とし、ステップ１０３にて駆動輪速度ＶＷと
スリップ判定レベルｙｔを比較してスリップを判定づ−
る。ステップ１０３にてＶＷ≦Ｖｔが成立しスリップ無
しと判定されたならば、ステップ１０８にとび、燃料カ
ッ１〜信号をリセッ１〜し、出力装置６６を通じて燃料
供給装置７に対し通常の燃料供給を行なうよう指令し、
・ステップ１００に戻る。Next, the detailed operation of the slip control device 6 using a microcomputer will be explained using flowcharts 1 to 2 of FIG. First, when the process is started, the driving wheel speed Vw is calculated from the output of the driving wheel speed sensor 1 in step 100, the driven wheel speed VV is calculated from the output of the driven wheel speed sensor 2 in step 101, and further , In step 102, the driven wheel speed VV is multiplied by (K=1.1 to 2) to obtain a slip judgment level V[, and in step 103, the driving wheel speed VW is compared with the slip judgment level yt to judge a slip. Zu-
Ru. If it is determined in step 103 that VW≦Vt is established and there is no slip, the process advances to step 108, where the fuel cut signal is reset and the normal fuel supply is performed to the fuel supply device 7 through the output device 66. command to do it,
- Return to step 100.
一方、ステップ１０３ｋｍおいて、Ｖ Ｗ ＞ ’Ｊ
ｊ ｌｆｉ成立しスリップ有と判定されたならば、ステ
ップ１０４にて第３クランク角センサ５がらの３０℃八
信へのパルス間隔によりエンジン回転数Ｎｅを演樟し、
ステップ１０５にてエンジン回転数Ｎｅの大小を、所定
エンジン回転数値Ｎ１ ＜Ｎ１＝１０００〜３０００’
ｒｐｍ ）を基準に判別し、Ｎｅ≧Ｎ１、即ち、エンジ
ン回転数Ｎｅが高いと判断された場合（Ｍｌモードとす
る。）は、ステップ１０６にて燃料カット信号をセット
し、出力装置６６を介して燃料供給装置７に対し、金気
筒の燃料カットを行なうよう指令し、ステップ１ｏｏに
戻る。On the other hand, at step 103 km, V W >'J
If jlfi is established and it is determined that there is a slip, in step 104, the engine rotation speed Ne is calculated based on the pulse interval of the third crank angle sensor 5 to 30° C.
In step 105, the magnitude of the engine speed Ne is set to a predetermined engine speed value N1 <N1=1000~3000'
rpm) as a reference, and if it is determined that Ne≧N1, that is, the engine speed Ne is high (Ml mode), a fuel cut signal is set in step 106, and a fuel cut signal is set via the output device 66. Then, the fuel supply device 7 is commanded to cut the fuel of the gold cylinder, and the process returns to step 1oo.
一方、ステップ１０５にてＮｅくＮ１、即ちエンジン回
転数Ｎｅが低いと判断された場合（Ｍ２モードとする。On the other hand, if it is determined in step 105 that the engine speed Ne is low (M2 mode is set).
〉は、ステップ１０７へとび、現在が先述のＧ１モード
がＧ２モードがを判別し、現在がＧ１モードならばステ
ップ１０６へとんで燃料カットを、現在が０１モードで
なくＧ２モードならばステップ１０８にて通常の燃料供
給を、それぞれ出力装置６６を介して燃料供給装置７に
対し指令し、ステップ１００に戻る。その結果、Ｇ１モ
ードとＧ２モードはエンジン１回転毎に切替わるので、
１回転おきの燃料カット即ち、半分の気筒の燃料カット
が実行される。> jumps to step 107, and determines whether the current mode is G1 mode or G2 mode, and if the current mode is G1 mode, the process goes to step 106 to cut the fuel, and if the current mode is not 01 mode but G2 mode, the process goes to step 108. Then, normal fuel supply is commanded to the fuel supply device 7 via the output device 66, and the process returns to step 100. As a result, G1 mode and G2 mode switch each time the engine rotates, so
A fuel cut is performed every other rotation, that is, a fuel cut for half of the cylinders.
第４図に本実施例の動作例を示す。図において、実線波
形は駆動輪速度ＶＷ、実直線は従動輪速度Ｖｖ、一点鎖
線はスリップ判定レベルｖｔ１点線波形は全気筒燃料カ
ット時の駆動輪速度ＶＷを夫々表わす。定速走行時には
駆動輪速度ＶＷと従動輪速度ＶＶは等しい。時点ｔａに
おいて加速が開始されると駆動輪速度Ｖｗは急激に増加
し従動輪速度Ｖｖはほぼ直線的に増加する。時点ｔｂに
て、駆動輪速度ＶＷは、従動輪速度Ｖｖにより定められ
るスリップ判定レベルＶｔと等しくなり、燃料カッ１−
が開始されエンジントルクは減少し、駆動輪速度は抑え
られる。尚、この際エンジン回転数Ｎｅは所定エンジン
回転数Ｎ１未満であることがらＭ２モードと判別され、
部分気筒燃料カット処理が実行される。時点ｔｃにてエ
ンジン回転数Ｎｅは所定エンジン回転数Ｎ１以上となり
Ｍ１モードと判別され全気筒燃料カットへ切替られエン
ジントルクは一層抑制される。時点ｔｄにてエンジン回
転数Ｎｅは再び所定エンジン回転数Ｎ１未満となりＭ２
モードと判断され部分気筒燃料カット処理が実行されエ
ンジン１ヘルクの抑制は緩やかどなる。FIG. 4 shows an example of the operation of this embodiment. In the figure, the solid line waveform represents the driving wheel speed VW, the solid line represents the driven wheel speed Vv, and the one-dot chain line represents the slip determination level vt1.The dotted line waveform represents the driving wheel speed VW at the time of fuel cut for all cylinders. During constant speed running, the driving wheel speed VW and the driven wheel speed VV are equal. When acceleration starts at time ta, the driving wheel speed Vw increases rapidly and the driven wheel speed Vv increases almost linearly. At time tb, the driving wheel speed VW becomes equal to the slip judgment level Vt determined by the driven wheel speed Vv, and the fuel consumption is 1-
is started, engine torque is reduced, and drive wheel speed is suppressed. At this time, since the engine speed Ne is less than the predetermined engine speed N1, it is determined that the mode is M2 mode.
Partial cylinder fuel cut processing is executed. At time tc, the engine speed Ne becomes equal to or higher than the predetermined engine speed N1, and the M1 mode is determined, and the mode is switched to fuel cut for all cylinders, and the engine torque is further suppressed. At time td, the engine speed Ne becomes less than the predetermined engine speed N1 again and becomes M2.
mode is determined, partial cylinder fuel cut processing is executed, and the suppression of one engine herk becomes gradual.
従来の装置では燃料カットはエンジン回転数Ｎｅに依ら
ず行なわれ、かつ金気筒について燃料カットを行ってい
るため、エンジン回転数Ｎｃが低い場合に、燃料供給か
らエンジンｌ−ルウ発生までの遅れが大きくなり、第４
図の破線波形に示す如く、駆動輪速度Ｖｗが大きく落ち
込む場合があっｌこ 。In the conventional device, fuel cut is performed regardless of the engine speed Ne, and fuel cut is performed for the gold cylinder, so when the engine speed Nc is low, there is a delay from fuel supply to engine l-roux generation. grow bigger, 4th
As shown by the broken line waveform in the figure, the drive wheel speed Vw may drop significantly.
しかし、本実施例では図に示す如く、エンジン回転数Ｎ
ｅが高い場合には全気筒燃料カットを実行Ｊるためエン
ジントルクを抑制し充分スリップを抑え得る。またエン
ジン回転数Ｎｅが低い場合には一部の気筒のみ燃料カッ
トを実行するため駆動輪速度Ｖｗの落ち込みが少ない。However, in this embodiment, as shown in the figure, the engine speed N
When e is high, all cylinder fuel is cut so that engine torque can be suppressed and slip can be sufficiently suppressed. Furthermore, when the engine speed Ne is low, the fuel cut is performed only in some cylinders, so the drop in the driving wheel speed Vw is small.
また、時点ｔｅになると駆動輪速１！［、Ｖｗはスリッ
プ判定レベル■【と等しくなり燃料カットは中止され、
通常の燃料供給状態に復帰され、駆動輪速ＩＵ Ｖ ｗ
は徐々に増加され時点ｔｆにて再びスリップ判定レベル
Ｖｔと等しくなる。そして時点［９になるまで前述の如
き処理が実行される。時点ｔｇ以後は燃料カッ１〜はＭ
１モードのみにて実行され、駆動輪速度Ｖｗはスリップ
判定レベルＶｔ近傍に保持される。Also, at time te, the driving wheel speed is 1! [, Vw becomes equal to the slip judgment level ■[, the fuel cut is stopped,
The normal fuel supply state is restored, and the driving wheel speed IU V w
is gradually increased and becomes equal to the slip judgment level Vt again at time tf. Then, the above-described processing is executed until time point [9] is reached. After time tg, the fuel level is 1 to M.
It is executed in only one mode, and the driving wheel speed Vw is maintained near the slip determination level Vt.
以上詳述した如く、本実施例は、駆動輪速度ＶＷがスリ
ップ判定レベルＶｔより大きい場合には燃１３＋カッｉ
・を行ない、更にエンジン回転数Ｎｅが予め設定された
エンジン回転数Ｎ１以上の場合に全気筒燃料カット行い
エンジン回転数がＮ１未満の場合は部分燃料カットを行
っている。As described in detail above, in this embodiment, when the driving wheel speed VW is greater than the slip judgment level Vt, the fuel
Further, when the engine speed Ne is equal to or higher than a preset engine speed N1, fuel is cut in all cylinders, and when the engine speed is less than N1, a partial fuel cut is performed.
このため、エンジン回転数Ｎｏが高い場合にはエンジン
トルクを充分抑制しスリップを抑え得る。Therefore, when the engine speed No. is high, the engine torque can be sufficiently suppressed and slips can be suppressed.
またエンジン回転数Ｎｅが低い場合にはエンジントルク
の抑制が緩やかとなり駆動輪速度の落ち込みが少なく加
速性、ドライバビリティとも良好である。Further, when the engine speed Ne is low, the engine torque is moderately suppressed, and the drive wheel speed does not drop much, resulting in good acceleration and drivability.
尚、本実施例では、エンジン回転数Ｎｅに応じて、燃料
カットを行なう気筒数を切替えているが、エンジン回転
数ＮＯに応じて、各気筒への燃料供給量を切替えても良
い。即ち、エンジン回転数Ｎｅが高い時には燃料カット
を行ない、低い時には空燃比を大きくすることによって
、エンジントルクを減少させるものであっても良く、ま
た、ステップ１０９にて更にエンジン回転数Ｎｅにより
燃料カッ１−する気筒を決め、より緻密にエンジントル
クを制御するようにしても良く、空燃比のり一ン化、吸
入空気量の抑制等によってエンジントルクを抑制しても
良く、変速機のギヤ位置、クラッチのずベリ量によって
駆ｌ１輪の伝達１〜ルクを抑制しても良（、いずれも本
発明の要旨を越えない限り本実施例に限定されるもので
はない。In this embodiment, the number of cylinders to which fuel is cut is switched according to the engine speed Ne, but the amount of fuel supplied to each cylinder may be changed according to the engine speed NO. That is, the engine torque may be reduced by cutting fuel when the engine speed Ne is high, and increasing the air-fuel ratio when the engine speed Ne is low. The engine torque may be controlled more precisely by determining which cylinder is to be used as the first cylinder, or the engine torque may be suppressed by equalizing the air-fuel ratio, suppressing the amount of intake air, etc. It is also possible to suppress the torque transmitted to the single driving wheel by adjusting the amount of slippage of the clutch (although this is not limited to this embodiment as long as it does not go beyond the gist of the present invention.
し発明の効果１
本発明は、駆動輪速度と従動輪速度とエンジン回転数に
基づいて燃料供＠量の制御を行い、エンジントルクを、
制御するよう構成している。Effects of the Invention 1 The present invention controls the amount of fuel supplied based on the driving wheel speed, the driven wheel speed, and the engine rotation speed, and adjusts the engine torque by
It is configured to control.
このため、エンジン回転数が低い場合にエンジントルク
の抑制を緩やかにでき駆動輪速度の落ち込みを抑制し得
る。Therefore, when the engine speed is low, the engine torque can be suppressed more slowly and the drop in driving wheel speed can be suppressed.
従って、エンジン回転数に拘わらず、駆動輪速度が良好
に制御され駆動輪のスリップが抑制され、走行安定性の
向上を図り得る。Therefore, regardless of the engine speed, the drive wheel speed is well controlled, the slip of the drive wheels is suppressed, and driving stability can be improved.
また、加速性・ドライバビリティが確保され得ると合っ
た効果もある。Further, there is an effect that acceleration performance and drivability can be ensured.
そして、急発進時に発生する不快なスリップ音を抑え１
りるともった副次的効果もある。It also suppresses the unpleasant skidding noise that occurs when starting suddenly.
There are also side effects.
第１図は本発明のＵ本釣構成図、第２図は実施例の塁木
的構成図、第３図は実施例の制御プログラムのプローチ
１ｒ−ト、第４図は実施例の作動状況を示すグラフを夫
々表す。
１・・・駆動輪速度センサ
２・・・従動輪速度センサ
３・・・第１クランク角センナ
６・・・スリップ制御装置
７・・・燃料供給装置
６１・・・ＣＰＵ
６２・・・カウンタ
６４・・・ＲＡＭ
６５・・・ＲＯＭ
代理人 弁理士 定立 幇
他１ンFig. 1 is a U-line fishing configuration diagram of the present invention, Fig. 2 is a baseboard configuration diagram of the embodiment, Fig. 3 is the approach 1r of the control program of the embodiment, and Fig. 4 is the operating status of the embodiment. , respectively. 1... Drive wheel speed sensor 2... Driven wheel speed sensor 3... First crank angle sensor 6... Slip control device 7... Fuel supply device 61... CPU 62... Counter 64 ...RAM 65...ROM Agent, patent attorney, established company, etc.
Claims (1)
回転数を検出するエンジン回転数検出手段と、 上記駆動輪速度と従動輪速度とエンジン回転数に暴づい
て燃料供給の制御を行なう制御手段と、該制御手段から
の信号に基づいて車両のエンジントルクを制御するトル
ク制御手段とを備えることを特徴とする車両用スリップ
防止装置。 ２ 上記制御手段は上記エンジン回転数に応じて燃料が
供給される気筒の個数を変更する回路を有する特許請求
の範囲第１項記載の車両用スリップ防止装置。[Scope of Claims] 1. Drive wheel speed detection means for detecting drive wheel speed; driven wheel speed detection means for detecting driven wheel speed; engine rotation speed detection means for detecting engine rotation speed; The present invention is characterized by comprising a control means for controlling fuel supply based on speed, driven wheel speed, and engine rotational speed, and a torque control means for controlling engine torque of the vehicle based on a signal from the control means. Anti-slip device for vehicles. 2. The vehicle slip prevention device according to claim 1, wherein the control means includes a circuit for changing the number of cylinders to which fuel is supplied depending on the engine speed.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58213052A JPS60104730A (en) | 1983-11-12 | 1983-11-12 | Slip preventing apparatus for car |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58213052A JPS60104730A (en) | 1983-11-12 | 1983-11-12 | Slip preventing apparatus for car |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS60104730A true JPS60104730A (en) | 1985-06-10 |
| JPH0432930B2 JPH0432930B2 (en) | 1992-06-01 |
Family
ID=16632728
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP58213052A Granted JPS60104730A (en) | 1983-11-12 | 1983-11-12 | Slip preventing apparatus for car |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS60104730A (en) |
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS63259132A (en) * | 1987-04-17 | 1988-10-26 | Honda Motor Co Ltd | Excessive slip control device for vehicle |
| JPS63309746A (en) * | 1987-06-11 | 1988-12-16 | Honda Motor Co Ltd | Controller for slip of driving wheel |
| JPS63309744A (en) * | 1987-06-11 | 1988-12-16 | Honda Motor Co Ltd | Controller for slip of driving wheel |
| EP0334371A2 (en) * | 1988-03-23 | 1989-09-27 | Honda Giken Kogyo Kabushiki Kaisha | Driving wheel slip control system for vehicles |
| JPH02108825A (en) * | 1988-10-15 | 1990-04-20 | Toyota Motor Corp | Acceleration slip controller for vehicle |
| JPH03202642A (en) * | 1989-12-28 | 1991-09-04 | Mitsubishi Motors Corp | Output control method of engine |
| US5136996A (en) * | 1990-05-22 | 1992-08-11 | Toyota Jidosha Kabushiki Kaisha | Ignition system and method for internal combustion engine |
| US5473544A (en) * | 1992-09-03 | 1995-12-05 | Mazda Motor Corporation | Slip control system for an automotive vehicle |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5838347A (en) * | 1981-08-31 | 1983-03-05 | Toyota Motor Corp | System for concentrated control of engine for vehicle |
-
1983
- 1983-11-12 JP JP58213052A patent/JPS60104730A/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5838347A (en) * | 1981-08-31 | 1983-03-05 | Toyota Motor Corp | System for concentrated control of engine for vehicle |
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS63259132A (en) * | 1987-04-17 | 1988-10-26 | Honda Motor Co Ltd | Excessive slip control device for vehicle |
| JPS63309746A (en) * | 1987-06-11 | 1988-12-16 | Honda Motor Co Ltd | Controller for slip of driving wheel |
| JPS63309744A (en) * | 1987-06-11 | 1988-12-16 | Honda Motor Co Ltd | Controller for slip of driving wheel |
| EP0334371A2 (en) * | 1988-03-23 | 1989-09-27 | Honda Giken Kogyo Kabushiki Kaisha | Driving wheel slip control system for vehicles |
| JPH02108825A (en) * | 1988-10-15 | 1990-04-20 | Toyota Motor Corp | Acceleration slip controller for vehicle |
| JPH03202642A (en) * | 1989-12-28 | 1991-09-04 | Mitsubishi Motors Corp | Output control method of engine |
| US5136996A (en) * | 1990-05-22 | 1992-08-11 | Toyota Jidosha Kabushiki Kaisha | Ignition system and method for internal combustion engine |
| US5473544A (en) * | 1992-09-03 | 1995-12-05 | Mazda Motor Corporation | Slip control system for an automotive vehicle |
| DE4329835B4 (en) * | 1992-09-03 | 2006-02-16 | Mazda Motor Corp. | Slip control system for a self-propelled vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0432930B2 (en) | 1992-06-01 |
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