JPS6116161A - Wheel idling controller - Google Patents

Abstract

PURPOSE:To prevent driving wheels from being idled by regulating a braking pressure on the bases of the detected results relating to the acceleration of speed of the driving wheels or the slippage between the speeds of the driving wheels and non-driving wheels. CONSTITUTION:Both engine revolution speed pulses from wheel speed sensors 16a-16d and an engine revolution pulse from the ignition 24 of an engine are input to a controlling circuit 17. Said circuit 17 calculates each speed of wheels according to a controlling program, accelerated or decelerated speed of driving wheels, and slippage between the speeds of the driving and the non-driving wheels. The signal from the circuit 17 activates a braking liquid reflux preventing actuator 18. If the pressure of the liquid is demanded to be increased, the actuator 18 operates pressure increasing actuator 19a or 19b and contrarily, if the pressure thereof is demanded to be decreased, the actuator 18 operates a pressure reducing actuator 20a or 20b.

Description

DETAILED DESCRIPTION OF THE INVENTION [Technical Field of the Invention] The present invention relates to a wheel slip control device for controlling the slip of drive wheels that occurs when a vehicle starts on a snowy road.

[Prior art]

Conventionally, a device called a no/slip differential has been used to control the slippage of the drive wheels that occurs when a vehicle starts on a snowy road, on sandy ground, or suddenly starts. In this device, the rear 7 shafts are connected by a clutch plate, so that when one wheel starts to spin, the resistance of the clutch plate prevents it to some extent and increases the torque of the other wheel. I can do it. However, this device also does not have any control function for the idling of both drive wheels, and must rely on the driving skills of the driver.

In addition, in recent years, the so-called Anoteskity starvation device has been used,
A device has been developed to control the brake pressure when slipping of the drive wheels is detected, and this is disclosed in, for example, Japanese Patent Application Laid-Open No. 58-202.
This is disclosed in Publication No. 142 and the like.

However, the idling control of the driving wheels using the above-mentioned devices and the like is prone to problems in terms of responsiveness, structure of mechanical components, scale, etc., and the reality is that it has not yet been put to practical use.

Summary of the invention] This invention was made in view of the above problems.

The brake pressure is increased by detecting wheel slippage based on the acceleration of the driving wheel speed or the amount of slip between the driving wheel speed and the non-driving wheel speed.

The braking pressure is reduced by the deceleration of the driving wheel speed or the amount of slip between the driving wheel speed and the non-driving wheel speed. 11 based on the engine rotation speed, and independently control both wheels of the drive wheel.
An object of the present invention is to provide a wheel slip sterilization device that can prevent drive wheels from slipping by being configured to perform the following steps.

[Embodiments of the invention]

An embodiment of the present invention will be described below with reference to the drawings. 1st
The figure is a block diagram showing the configuration of the wheel slip side tilting device of the present invention. In the figure, 1 is a drive wheel.

2 is a driving wheel speed detecting means for detecting the vehicle speed of the driving wheel l, and 3 is an acceleration/deceleration calculating means for calculating the caro and deceleration of the wheel based on the detected driving wheel speed. Reference numeral 4 denotes a brake that brakes the driving wheels 1, and a pressure actuator 5 that increases the braking pressure of the brake 4 and a pressure reducing actuator 6 that decreases the braking pressure are connected to the brake device 4. Further, 7 is a non-driving wheel, 8 is a non-driving wheel speed detection means for detecting the vehicle speed of this non-driving wheel 7, and 9 is a non-driving wheel speed detecting means for detecting the vehicle speed of the non-driving wheel 7, and 9 is a checker for determining whether the driving wheel speed is higher than a predetermined value with respect to the detected non-driving wheel speed. The pressurization signal determining means for determining, IO, is similarly a depressurizing signal determining means for determining whether the pressure is below a predetermined value. moreover.

11 is a pressurizing signal output means for outputting a drive signal to the pressurizing actuator 5 when the acceleration of the driving wheel speed is above a predetermined value, and 12 is a pressurizing signal output means for outputting a drive signal to the pressurizing actuator 5 when the deceleration is below a predetermined value. Fi, 13 is a pressure reduction signal output means for outputting a signal.

When the pressure signal output stage 9 outputs a signal and the pressure reduction signal output means 12 does not output a signal, it outputs a signal to drive the pressure actuator 5, and when the pressure reduction signal determination means 10 outputs a signal and the pressure reduction signal output means 12 does not output a signal, it outputs a signal to drive the pressure actuator 5. This is a pressure increase/decrease signal determination means that outputs a signal for driving the pressure reduction actuator 6 when there is no output from the pressure signal output means 11 . Further, reference numeral 14 denotes the pressurization signal determining means 9. Decompression signal determining means 10. 9, which is an engine rotation speed detection means for changing the predetermined value used by the pressurization signal output means 11 and the pressure reduction signal output means 12, depending on the rotation speed; and a drive wheel control device (4) configured as described above. are provided independently for both wheels, and <
B) is a control device on the drive wheel side of the force, which is constructed in the same way as the control device described above. Fig. 2 shows a specific configuration of the present invention, and in this figure, 15a is a A front tire brake, 15b is a front wheel pressure brake, 15C is a rear right brake, L5d is a rear left brake, and wheel speed controls 16a to 16d are disposed on these, respectively.

Reference numeral 17 indicates the speed of these wheels 16a, 16b, and 16c.

This is a control circuit in which the signal from L6d is input manually, and the engine/engine rotation pulse is input from the ignition ignition 24 of the engine, and the microcomputer built into this control circuit 17 controls each wheel speed based on the control program described later It also calculates the acceleration and deceleration of the driving wheels (in this example, the front wheel drive vehicle), and also calculates the acceleration and deceleration of the driving wheels (in this example, the front wheel drive vehicle).
The amount of slip with respect to the rear wheel speed is also calculated. And if the slippage of the drive wheels is judged based on the above-mentioned front/deceleration and slip amount.

Signals are output to various control actuators described below. That is, this signal operates the brake pressure backflow prevention actuator 18, and if pressurization is required, the pressurization actuator 1 is activated.
Activate 9a or 19b.

Conversely, if there is a request for pressure reduction, the pressure reduction actuator 20a or 2
The 3, -1 braking pressure that operates 0b is constantly pressurized by a motor 22 etc. that is linked to a device that detects a decrease in braking pressure from a storage chamber 21 that stores brake fluid. It has been accumulated and obtained in 23. Braking pressure is when pressurized.

Pressure accumulator 23 and pressurizing actuator 19a or 19b
It is supplied to the front wheel brakes 15a, 15b via. In addition, in the case of a reduced pressure state, the reduced pressure actuator 20a or 2
Pass through 0b and return to storage room 2e.

and pressure reduction actuators 19a, 19b and 2
If both Qa+20b are not operating, the current braking pressure is maintained.

Next, the operation of the personal locomotive and computer built in the control circuit 17 will be explained based on the flowchart shown in FIG.

First, the process is started and initialized in step 1 (81), and the wheel speed vR of the rear wheels (non-driving wheels) is calculated in step 2 (82). When the wheel speeds of both rear wheels are input as in this embodiment, the wheel speed of a single edge is representative. The method for calculating the wheel speed is as follows: Let P be the number of wheel speed pulses manually input within a certain period of time, and use the time T□ when the first pulse is input after measurement starts and the time T2 when the last pulse is input.

There is a period measurement method that uses the formula: Note that K is a constant here. In step 3 (S3), the front right-wheel vehicle transport speed VFR is calculated in a similar manner. Step 4 (84) calculates the acceleration/deceleration GFH of the front right wheel. Here, the acceleration/deceleration GFR is calculated by the following method. That is, the microcontroller performs step 2 (S2) at a predetermined time period.
~Step 22 (822) is being executed, so the above wheel speed is used for acceleration and deceleration.

GFR=Vyn(II VFR(()
-=-- It can be replaced by the expression (2). Here V
FR (to) is the current wheel speed, VFR (a is the wheel speed one cycle ago of the controller. If GFR > 0, the vehicle is currently accelerating; conversely, if GFR (0), the vehicle is decelerating. In step 5 (85), the front left wheel speed vFL is calculated in the same manner as above, and in step 6 (86,) the front left wheel acceleration/deceleration GFL is calculated.Next, in step 7 (8
In 7), the engine rotation speed NE is calculated. The calculation method can be calculated using a period measurement method that is completely similar to wheel speed. The values of fc and constants are different. In step 8 (S8), it is determined whether or not the engine speed NE is greater than or equal to a predetermined value A□.If NE≧A□, step 9 (8
9), the predetermined value α0 of the deceleration is set. α2. The predetermined value e2 of the slip amount is changed. If NE<Ayu, then in step 10 (SIO) the engine rotation speed NE is A2≦N.
E<A.

Determine whether or not. If this condition is applied, in step 11 (S11), α0. Change the value of α2+el+e2 3.
Also, if A2≦NE<A, step 12 (
812) with α0. Assign the initial value to α2+el*e2. Next, in step 13 (S13), the above-mentioned front right wheel load and
It is determined whether the deceleration GFR is equal to or greater than a predetermined value α□. If GFR2α□, step 1
Step 4 (S14) outputs a signal to drive the brake pressure backflow prevention actuator, and Step 15 (815)
outputs a signal to drive the pressure actuator and stops the signal so as to disable the pressure reduction actuator. In step 16 (Si2), it is determined whether the acceleration/deceleration GFR is less than or equal to a predetermined value α2. If GFR≦
If α2, in step 17 (817), a signal is output to drive the pressure reduction actuator, and the signal is stopped so as to deactivate the pressure actuator. In step 18 (818), the driving wheel speed VFR and the non-driving wheel speed v
It is determined whether the difference from R and the amount of syslip is equal to or greater than a predetermined value e1. If VFR-vR≧e□-c”, the process goes to step l4 (814) and enters the pressurization mode.

In step l9 (519), the slip amount is set to a predetermined fiie2. Determine whether or not less than or equal to 1, if vFRVR
If ≦e2, the process goes to step 17 (817) and the pressure reduction mode is entered. Step 20 (S20) has a similar flow and is processed for the front left wheel. Step 21 (
In S21), it is determined whether this control has ended. For example, the end of this control means that the rear wheel speed becomes equal to or higher than a predetermined value. The brake pedal was pressed. The determination is made based on whether the decompression mode has continued for a predetermined time or more, the edge/rotation speed has fallen below a predetermined value, etc. When it is determined that the control has ended, step 22 (
In S22), the signal is stopped so as to deactivate the backflow prevention actuator. After executing step 22 (822), or if it is determined in step 21 (S21) that the control has not been completed, the process returns to Stella 7'2 (82) and executes each step in the same manner.

The operation of the wheel slip control device of the present invention is shown in FIG. 4 as time passes. First, (a)
As shown in K, the wheel speed of one front wheel is 25. Assume that the vehicle starts at a wheel speed of 26 on one side of the rear wheels, and the engine speed at that time is (
Suppose that it is 28 as shown in b).

When the engine speed signal is distinguished by two predetermined values, N and N2, this signal is 2 as shown in (5).
Becomes 9. Also, if you ignore the engine speed, the computer will calculate the acceleration/deceleration signal as shown in (d).

It becomes 30.31 shown in (e). In addition, the amount of slip is 2
If the predetermined value of the type is set as e0=82=e for simplicity, the slip amount signal is calculated as 32 as shown in (f).

Here, when each predetermined value is changed according to the edge/rotation speed, the acceleration signal is as shown in 33 shown in (g), and the higher the engine speed, the smaller the predetermined value α□.

In addition, the deceleration signal is 34, which is indicated by (h), and is a predetermined value α2.
On the contrary, it becomes a large value. Furthermore, the slip amount signal is (i)
As shown in 35, the higher the edge/rotation speed, the smaller the predetermined value e becomes. A high rotational speed is considered to mean a high engine output, and is considered to be a situation in which idling is more likely to occur, or a state in which the amount of slip is large. Therefore, in the present invention, edge/rotation speed is used for the purpose of starting control early. In other words, the brake pressure ignoring the edge/rotation speed is 36 as shown in (j), but if it is made dependent on the edge/rotation speed, the brake pressure is 3 as shown in (8).
It becomes 7.

Note that there is a priority order for the acceleration/deceleration signals 33 and 34 and the slip amount signal 35, and the force of the acceleration/deceleration signal has a higher priority, so where the mode between pressurization and depressurization exists, the acceleration/deceleration signal Depends on speed signal.

In addition, in this device, when a drive signal for operating the pressure increase/decrease actuator is output as shown at 38 in Fig. 5(a), the brake pressure becomes 39 in accordance with the signal (Fig. 5(b) )).

Here, when the above drive signal is pulse-driven as shown in 40 in FIG. 5(c), the brake pressure becomes 41, and the brake pressure becomes 39.
(Fig. 5(d)).

If the brake pressurization at 39 is called sudden pressurization, then 41 is what is called slow pressurization, and the brake control has even more fine-grained control. For example, if the acceleration/deceleration signal uses the rapid acceleration/depressurization mode and the slip amount signal uses the slow acceleration/depressurization mode, the brake pressure will be as shown in FIG. 4 (chain 42).

In addition, this device has an anti-static system in which when the wheels are about to lock during braking, the brake pressure is reduced by the operation of the pressure reduction actuator 6, and when the rotation of the wheel is restored due to the pressure reduction, the braking pressure is increased again by the operation of the pressure increase actuator 5. Needless to say, it can also be used for skid control.

〔Effect of the invention〕

As explained above, according to the wheel slip control device of the present invention, wheel slip is detected and the braking pressure is applied to each of the two drive wheels according to acceleration/deceleration, slip amount, and engine speed. Since the wheels are configured to be controlled independently, it is possible to surely control the driving wheels to prevent them from spinning, and it is possible to bring about clean running of the vehicle. Additionally, wheel torque that is wasted due to wheel slipping can be used more appropriately as driving torque.

[Brief Description of the Drawings] Fig. 1 is a block diagram showing the configuration of a wheel slip control device according to the invention, Fig. 2 is a block diagram showing the configuration of a wheel slip control device according to an embodiment of the invention, and Fig. 3 is a block diagram showing the configuration of a wheel slip control device according to an embodiment of the invention. FIG. 4 is a flowchart of a control program showing the operation, FIG. 4 is an operation waveform diagram of the wheel slip control device of the present invention, and FIG. 5 is a diagram showing changes in brake pressure with respect to pressure actuator drive signal output. ■... Drive wheel, 2... Drive wheel speed detection means, 3.
... Acceleration/deceleration calculating means, 4... Brake device, 5... Pressure actuator, 6... Pressure reduction actuator, 7...
- Non-driven wheel, 8... Non-driven wheel speed detection means, 9...
- Pressure signal determination means, 10...Reduction signal determination means, 1
DESCRIPTION OF SYMBOLS 1... Pressurization signal output means, 12... Pressure reduction signal output means, 13... Pressure reduction signal output determination means, 14... Engine rotation speed detection means, 24... Engine ignition. 25... Drive wheel speed, 26... Non-drive wheel speed, 29
...Eng/J/rotation speed signal, 30.33...Acceleration signal. 31.34...Deceleration signal, 32.35...Slip amount signal, 38.40...Pressure actuator drive signal.

Claims (1)

[Claims] Driving wheel speed detection means for detecting the wheel speed of the driving wheels of the vehicle, and adjusting the driving wheel speed based on the detected driving wheel speed.
Acceleration/deceleration calculating means for calculating deceleration, a brake for braking the driving wheels, a pressurizing actuator for increasing the braking pressure of the brake, a pressure reducing actuator for decreasing the braking pressure for the brake, and at least one on the non-driving wheel side. non-driving wheel speed detection means for detecting wheel speed; pressurization signal determining means for determining whether the driving wheel speed is greater than or equal to a predetermined value with respect to the non-driving wheel speed; and the driving wheel speed relative to the non-driving wheel speed. a pressure reduction signal determining means for determining whether or not the driving wheel speed is below a predetermined value; Depressurization signal output means outputs a drive signal to the depressurization actuator when the deceleration is below a predetermined value, and when the pressurization signal determination means outputs a signal and there is no output from the depressurization signal output means, the depressurization actuator pressure reduction signal output determination means for outputting a signal for driving the pressure reduction actuator when the pressure reduction signal determination means outputs a signal and there is no output from the pressure reduction signal output means; Drives a drive wheel control device comprising an engine rotation speed detection means that changes the predetermined values used for the pressure signal determination means, the pressure reduction signal determination means, the pressure increase signal output means, and the pressure reduction signal output means based on the engine rotation speed. A wheel slip control device characterized in that it is provided independently for both wheels of a wheel.