JPS6124655A - Wheel spin control device - Google Patents

Abstract

PURPOSE:To restrict the slip ratio of drive wheels always below a predetermined value to avoid skidding of the drive wheels, by selectively energizing a drive wheel brake operating means and an engine output limiting means in accordance with detected values of vehicle speed and right and left drive wheel rotational speed. CONSTITUTION:In an arrangement wherein hydraulic pressure for braking, which is effected in a master cylinder 3 by a piston 2 coupled to a brake pedal 1, is fed into slave cylinders 6 respectively attached to all wheels, through a pipe line 4, a modulator valve 11 and a pipe line 5, the modulator valve 11 is defined therein with a wheel spin control hydraulic chamber 21 by means of a piston 16. This hydraulic chamber 21 is connected to a hydraulic pump 34 through a pipe line 30 by way of an inlet valve 33, and is also connected to an oil reservoir 28b by way of an outlet valve 31. further, these valves 33, 31 and an engine output control means which is not shown are selectively controlled by a control circuit which is also not shown in accordance with vehicle speed and right and left drive wheel rotational speed.

Description

[Detailed Description of the Invention] <Industrial Application Field> The present invention prevents the idling of the drive wheels by limiting the driving force of the drive wheels when the rotational speed of the drive wheels exceeds a certain value determined by the vehicle speed. That is, it relates to a wheel spin control device for controlling wheel spin.

<Prior Art> In recent years, as engines have become more powerful, the driving wheels have become prone to spin, that is, wheelspin, when starting suddenly or accelerating suddenly. In general, 1 - traction of a tire is its slip ratio 5 = 1 - V / (rBω) ((B sv is the traveling speed of the vehicle, ω is the rotational angular velocity of the drive wheel, r is the effective radius of the drive wheel, and V < When the slip ratio S becomes maximum when rBω) is 0.2 to 0.3, an excessive slip ratio S not only causes rapid tire wear and impairs fuel economy, but also reduces the straight-line stability of the vehicle. This type of wheel spin is also known to occur when a vehicle passes through a flooded waterway at high speed (hydroplaning).In such cases, the 7 drive As the reaction force that the wheels receive from the road surface rapidly decreases, the rotational speed of the drive wheels increases significantly even though there is almost no change in vehicle speed, impairing the running stability of the vehicle.Also, when driving on snowy or icy roads, , Even on unpaved roads, the reslip ratio S increases due to a decrease in the friction coefficient of the road surface or a sudden change in the friction coefficient of the road surface, which impairs the running stability of the vehicle and causes the differential gear to deteriorate. Because of this, one side of the drive wheels may spin completely, making it impossible for the vehicle to move forward.

<Problems to be Solved by the Invention> In view of the fact that an excessive slip ratio of the driving wheels causes various problems, the main purpose of the present invention is to improve the value of the slip ratio of the driving wheels with respect to the vehicle speed. An object of the present invention is to provide a wheel spin control device for suppressing undesirable wheel spin by controlling the driving force of a driving wheel based on the following.

<Means for Solving the Problems> The object of the present invention is to control the driving force of the driving wheels when the rotational speed of the driving wheels exceeds a certain value determined by the vehicle speed. A device for controlling wheel spin, which includes a vehicle running speed sensor that detects the running speed of the vehicle, a left drive wheel rotation speed sensor that detects the rotation speed of the left drive wheel, and a right drive wheel rotation speed. a right drive wheel rotation speed sensor that detects the rotational speed of the right drive wheel, a left drive wheel brake operation means that operates the brake of the left drive wheel, a right drive wheel brake operation means that can operate the brake of the right drive wheel, and an engine. and a control means for selectively operating both the brake actuating means and the engine output limiting means based on the outputs of the three sensors. This is accomplished by providing a wheel spin control system that provides a wheel spin control system.

By always suppressing the slip ratio of the drive wheels to a predetermined value or less, the drive wheels are prevented from spinning, the drive wheels are less likely to wear out, and the running stability of the vehicle is impaired.

<Embodiments> Preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings.

FIG. 1 shows an embodiment in which a wheel spin control device based on the present invention is integrated into an anti-lock braking device, in which a hydraulic horn generated in a mask cylinder 3 by a piston 2 connected to a brake pedal 1 is Through the pipe line 4, the modulator valve 11 and the pipe line 5, the slave cylinder 6
a piston 7.8 transmitted to and received within said cylinder.
A brake caliper or brake pad 9.10 is created by pushing the brake pads outward from each other.

The interior of the notebook valve 11 is partitioned by a partition wall 12, and a valve body 13 is slidably received therein. The valve body 13 consists of three screws 1-1 in order from the left side in FIG.
4.15 and 16, pistons 14 and 15
The partition wall 12 is located between them. As described above, the pistons 14, 15 and 16 and the partition wall 12 provide the interior of the modulator valve 11 with five empty chambers: the anti-lock control hydraulic chamber 17, the secondary brake hydraulic chamber 18, the secondary brake hydraulic chamber 19,
It is divided into a release oil chamber 20 and a wheel spin control oil pressure chamber 21. Anti-lock control hydraulic chamber 17 and secondary AI
11 Dynamic Hydraulic System The valve body 13 is always urged rightward in FIG. 1 by coil springs 22 and 23 built into the hydraulic chamber.

A pipe line 4 communicating with the mask cylinder 3 is a primary braking hydraulic chamber 1
8 , and a pipe line 5 that passes through the slave cylinder 6 is connected to a secondary brake hydraulic chamber 19 . In addition, the pipe line 24 for returning the hydraulic oil leaked from each sliding part in the modulator valve 5 to the oil reservoir 28a is connected to the release oil v20.
It is connected to the. A pipe line 25 is connected to the anti-lock control hydraulic chamber 17, and this pipe line 25 is always open.]
It is connected to a hydraulic pump 34 via a Lutt valve 29 and to an oil reservoir 28b via a regular outlet valve 26.

Similarly, the pipe line 30 is connected to the wheel spin control hydraulic chamber 21.
This pipe line 30 is connected to a hydraulic pump 34 via a normally closed inlet valve 33, and is also connected to an oil reservoir 28b via a normally open outlet valve 31.

An accumulator 3 is installed in the discharge pipe 35 of the oil tank pump 34.
6 is connected, and the discharge pressure of the hydraulic pump 34 is approximately 2.
The pressure is set to approximately 0.00 atm.

Now, the operation of the configuration shown in FIG. 1 will be described when the solenoid valves 26, 29, 31, 33 are in the state shown, that is, when the discharge pressure of the hydraulic pump 34 is not acting on the modulator valve 5.

When the brake pedal 1 is depressed, the oil pressure in the mask cylinder 3 increases via the piston 2, and the oil pressure in the chamber 18 increases through the conduit 4 through the brake oil. Then, screw 1-1
4, a leftward force acts on the anti-lock control hydraulic chamber 17.
Since the oil pressure is released to the oil reservoir 28b via the pipe 25 and the solenoid valve 2G, the oil in the oil reservoir 28b is also released to the wheel spin control hydraulic pressure chamber 21 via the pipe 30 and the solenoid valve 21. is replenished, the valve body 13 moves to the left and the bulkhead 12 and screw 1-15
The volume of the secondary braking hydraulic chamber 19 defined between the two is reduced, and hydraulic pressure is supplied to the slave cylinder 6 via the conduit 5. Thus, by depressing the brake pedal 1,
The normal usage condition of actuating the brake pads 17 or pads 9.10 is achieved.

Next, solenoid valve 31.33 for wheel spin control
311i as shown in the figure, listen to the inlet valve 29 on the anti-lock control hydraulic chamber 17 side, and close the outlet valve 26 at the same time, the hydraulic pressure in the pipe line 25 and the anti-lock control hydraulic chamber 17 increases rapidly, and the mask Since the valve body 13 is moved to the right against the hydraulic pressure acting on the primary brake hydraulic chamber 18 from the cylinder 3 via the pipe 4, the hydraulic pressure applied to the slave cylinder 6 is released.

Conversely, if the solenoid valves 26 and 29 for anti-lock control are set as shown in the figure, and the inlet valve 33 on the wheel spin control hydraulic chamber 21 side is opened, and the Arara 1 to Ret valves 31 are closed at the same time, the hydraulic pump 34 is closed. Since the discharge pressure is transmitted to the wheelspin control hydraulic chamber 21 via the pipe line 35, the valve body 138 moves. As a result, regardless of the magnitude of the hydraulic pressure in the mask cylinder 3 and the hydraulic pressure in the primary brake hydraulic chamber 18, the hydraulic pressure in the secondary brake hydraulic chamber 19 increases, and the hydraulic pressure in the slave cylinder 6 increases via the pipe 5. Enhanced brake caliper or brake pad 9.10
will start operating.

Note that in the above configuration, only one system configuration is shown for the brake device for the drive wheels on one side; in reality, the configuration shown in Figure 1 is for the left and right drive wheels. One for each ring.

Next, the means 5 for controlling the solenoid valves 31, 33 of FIG.
The configuration of 0 will be explained.

In this embodiment, the vehicle is a front wheel drive vehicle, and the rotational speeds ω, ω, 1 of the left and right front wheels are detected by the sensor 40°r/11, and a signal corresponding to the rotational speed of the left and right front wheels is sent to the arithmetic circuit 52. and 53.

(-line margin) Similarly, the rotation speed ω0 of the left and right rear wheels. and ω11 are detected and supplied to the signal selection circuit 51 corresponding to these rotational speeds. Their rotational speed corresponds to the vehicle running speed. The selection circuit 51 selects these ω6. and ω,
1 is selected and supplied to the arithmetic circuits 52 and 53, respectively. At this time, the larger one of ω and ω, 1 is selected as r to ensure safety even if either one of the sensors 42 and 43 fails. 44 is an accelerator pedal switch for operating the wheel spin control device only when the vehicle is running.

If the effective radii of the front and rear vehicles are equal, the calculation circuit 5
In steps 2 and 53, the slip ratios of the left and right front wheels (drive wheels) are calculated as shown by J2 in the following equation.

Therefore, ω −ω (if ωrr≧ωrρ) r
r r −ωr1 (when ω6.<ωz2) The slip ratio S6 of the left and right front wheels obtained in this way,
SI is input to the judgment circuit 54. If the slip ratios sr, s, 2 of the left and right front wheels are all larger than the reference value So, that is, if the wheels on both sides are spinning with slip ratios equal to or higher than a predetermined value, the determination circuit 5
4 supplies an operating signal to the engine control means 60. The engine control means may be a solenoid valve capable of at least partially closing either the primary or secondary carburetor if the engine is a carburetor engine, or a solenoid valve capable of at least partially closing either the primary or secondary carburetor if the engine is a fuel injected engine. may be a solenoid valve capable of shutting off injected fuel.

Only one of the slip ratios S and S1 of both side driving wheels is the reference value S. 1, the right front wheel solenoid valve 31.33 shown in FIG. current is supplied to both of the modulator valve 1 so that the discharge pressure of the hydraulic pump 34 is supplied to the wheel spin control hydraulic chamber 21 via the conduit 30.
By moving the first valve body 13 to the left, the volume of the second brake hydraulic pressure is decreased, and the hydraulic pressure of the slave cylinder 6 is increased via the pipe 5, thereby operating the brake. As a result, the slip ratio of the drive wheel is forcibly reduced, and the wheel spin condition is eliminated.

Although the two solenoid valves 26 are not mentioned in the above description, they are used for performing known anti-lock control, and detailed description thereof will be omitted.

<Effect> As described above, according to the wheel spin control device based on the present invention, when both side driving wheels are in a wheel spin state, the engine output is reduced and the slip ratio of both side driving wheels is lowered to a predetermined value or less. , either of the slip ratios of the driving wheels on both sides exceeds the reference value (l), in which case a braking force is generated for the corresponding driving wheel and the slip ratio of the relevant axle is lowered to a predetermined value or less. I can do it. Therefore, when the driver operates the accelerator pedal naturally, the vehicle does not generate excessive wheel spin, which not only suppresses wear on the drive wheels and improves fuel consumption, but also improves the vehicle speed. Driving stability is improved.

Furthermore, if the manipulator switch 45 is set up so that the solenoid valves 33, 31, 63 and 61 are directly controlled by directly manually controlling the judgment circuit 54, the differential lock function can be activated. This has the advantage of making it easier to escape from snowy roads or mud.

Although the present invention has been described above with reference to specific embodiments, the present invention is not limited to the above embodiments.

For example, both the braking action and engine output control for the left and right drive wheels are selectively controlled based on the magnitude of the slip ratio of the left and right drive wheels, but braking is performed by a single modulator valve for the left and right drive wheels. It is also possible to perform only control, or to perform only engine output control without performing heavy braking control on the drive wheels.

Furthermore, in the above embodiment, a compact configuration is realized by integrally forming the modulator valve that performs braking control of the drive wheels with the modulator valve that is used for anti-lock control. It is also possible to perform only wheel spin control according to the present invention without performing anti-lock control and wheel spin control, or to separately perform anti-lock control and wheel spin control using separate means.

[Brief explanation of drawings]

FIG. 1 is an explanatory diagram showing an embodiment of a means for controlling the driving force of a driving wheel in a wheel spin control device based on the present invention. FIG. 2 is a block diagram showing the configuration of means for controlling the solenoid valve for wheel spin control shown in FIG. 1. 1...Brake pedal 2...Piston 3...Mask cylinder 4.5...Pipe line 6...Slave cylinder 7.8...Piston 9.10...Brake pad 11... Modulator valve 12... Bulkhead 13... Valve body 14, 15, 16... Screw-on 17... Anti-lock control hydraulic chamber 18...-Next one braking hydraulic chamber... Secondary Braking oil 1mo chamber 20...Open oil chamber 21...Wheel spin control hydraulic chamber 22.23...Coil spring 24.25...Pipe line 26...Outlet valve 28a, 28b...Oil Reservoir 29... Inlet valve 30... Pipe line 31... Outlet valve 33... Inlet valve 34... Hydraulic pump 35... Pipe line 36... Accumulators 40 to 43... Rotation speed Sensor 44...Accelerator pedal switch 45°/Manual switch 50...Control means 51...Selection circuit 52.5
3... Arithmetic circuit 54... Judgment circuit 60... Engine control means 61. 63... Solenoid valve

Claims (2)

[Claims] (1) A device for controlling wheel spin of the driving wheels by controlling the driving force of the driving wheels when the rotational speed of the driving wheels exceeds a certain value determined by the vehicle speed, the device controlling the wheel spin of the driving wheels, the device comprising: a vehicle running speed sensor that detects the rotational speed of the left driving wheel, a left driving wheel rotational speed sensor that detects the rotational speed of the left driving wheel, a right driving wheel rotational speed sensor that detects the rotational speed of the right driving wheel, and a brake of the left driving wheel. a left driving wheel brake actuating means that can actuate the brake of the right driving wheel; a right driving wheel brake actuating means that can actuate the brake of the right driving wheel; an engine output limiting means that can limit the output of the engine; and an output of the three sensors. A wheel spin control device comprising: control means for selectively operating both the brake actuation means and the engine output limiting means based on the above. (2) The vehicle running speed sensor includes a rotation speed sensor of a driven wheel, and by comparing the respective outputs of the both drive wheel rotation speed sensors and the output of the driven wheel rotation speed sensor, (a) If the slip ratios of both drive wheels exceed a predetermined value, operate the engine output limiting means; (b) Determine the slip ratio of both drive wheels. Claims characterized in that, if only one of the wheels exceeds the reference value, the brake actuation means of the drive wheel on the side where the slip ratio exceeding the reference value has occurred is operated. The wheel spin control device according to item 1.