JP2996492B2 - Traction control device - Google Patents

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a traction control device that reduces acceleration slip generated on driving wheels when a vehicle is accelerating, and prevents idling of the driving wheels.

"Conventional technology" In the conventional traction control device, when the slip ratio of the drive wheels during acceleration is low, the engine output is controlled first, and when the slip ratio exceeds a certain threshold, control by the brake is performed for the first time. (See JP-A-62-149545).

[Problems to be Solved by the Invention] In the above-described conventional traction control device, while the slip ratio of the drive wheels is large and the brake control and the engine output control are performed at the same time, each control is performed. Independently, feedback control is performed so that the slip ratio or the drive wheel speed of the drive wheel, which is a common control target, approaches a predetermined value.

However, the braking wheel control has a strong effect of lowering the driving wheel speed, and its response is about 10 times that of the engine output control.There is a large difference in the response of each control. When the control is performed simultaneously, they affect each other. In particular, the engine output control is more affected by the brake control, and when the brake control is started, the control output of the engine output control fluctuates greatly.

As a result, there is a problem that vibration occurs in the motion of the vehicle, and the convergence of the control of the acceleration slip itself is deteriorated, and the acceleration performance is reduced.

The present invention has been made in view of the above circumstances, and it is possible to eliminate the mutual influence of the engine output control and the brake control, suppress the fluctuation of the engine control output, and quickly converge the acceleration slip of the drive wheels to a desired value. It is an object of the present invention to provide a traction control device that can be used.

Means for Solving the Problems An invention according to claim 1 is a rotational speed detecting means for detecting a rotational speed of each of a driving wheel and a non-driving wheel, and a slip ratio based on a detection output of the rotational speed detecting means. A speed information calculating means for calculating a driving wheel acceleration, a non-driving wheel speed, and a non-driving wheel acceleration; and controlling a braking force of a brake provided on a driving wheel based on the slip ratio and the driving wheel acceleration. Control means for controlling the engine output based on the driving wheel speed and the non-driving wheel acceleration.

Further, the invention according to claim 2 is a rotation speed detecting means for detecting a rotation speed of each of the driving wheel and the non-driving wheel,
Steering angle detecting means for detecting a steering angle; speed information calculating means for calculating a slip ratio, a driving wheel acceleration, a non-driving wheel speed and a non-driving wheel acceleration based on a detection output of the rotational speed detecting means; A target slip ratio calculating means for calculating a target slip rate based on a detection output of the detecting means; a drive wheel target speed calculating means for calculating a drive wheel target speed based on the target slip rate and a non-driving wheel speed; Control means for controlling a braking force of a brake provided on a driving wheel based on a rate and the driving wheel acceleration, and controlling an engine output based on the driving wheel target speed and the non-driving wheel acceleration. Features.

[Operation] According to the invention described in claim 1, first, the rotational speed detecting means detects the rotational speed of each of the driven wheel and the non-driven wheel.

Next, the speed information calculation means calculates the slip ratio, the drive wheel acceleration, the non-drive wheel speed, and the non-drive wheel acceleration based on the detection output of the rotation speed detection means.

Thus, the control means controls the braking force of the brake provided on the drive wheel based on the slip ratio and the drive wheel acceleration, and controls the engine output based on the non-drive wheel speed and the non-drive wheel acceleration.

As a result, regarding the control of the engine output, it is possible to eliminate the influence of the change in the drive wheel speed and the change in the drive wheel acceleration based on the brake control with the fast control response.

According to the second aspect of the present invention, first, the rotation speed detecting means detects the respective rotation speeds of the driving wheels and the non-driving wheels. The steering angle detecting means detects the steering angle.

Next, the speed information calculation means calculates the slip ratio, the drive wheel acceleration, the non-drive wheel speed, and the non-drive wheel acceleration based on the detection output of the rotation speed detection means. Also,
The target slip ratio calculating means calculates a target slip ratio based on the detection output of the steering angle detecting means. Further, the drive wheel target speed calculation means calculates the drive wheel target speed based on the target slip ratio and the non-drive wheel speed.

The control means controls the braking force of a brake provided on the drive wheel based on the slip ratio and the drive wheel acceleration, and controls the engine output based on the drive wheel target speed and the non-drive wheel acceleration.

As a result, regarding the control of the engine output, it is possible to remove the influence of the change in the drive wheel speed and the change in the drive wheel acceleration based on the brake control, which has a quick control response, and also to consider the influence of the road surface condition and the driving condition. it can.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

FIG. 1 is a diagram showing the overall configuration of a traction control device according to an embodiment of the first invention. In this figure, reference numeral 1 denotes a master cylinder that generates a brake fluid pressure in accordance with the amount of depression of a brake pedal 1a.

Reference numeral 2 denotes a pressure-intensifying cylinder, which includes a cylinder body 2a,
It is basically composed of a piston 3 slidably fitted into the cylinder body 2a, and a hydraulic chamber 4 and a hydraulic chamber 5 are formed on both sides of the piston 3, respectively.

Further, a hole is provided at the end of the cylinder body 2a on the hydraulic chamber 5 side.
2b is formed, and the discharge port of the master cylinder 1 and the hydraulic chamber 5 are connected via the hole 2b and the pipe 6.

In addition, a coil spring 7 disposed in the hydraulic pressure chamber 5 in the axial direction of the cylinder 2a and urging the piston 3 in a direction to reduce the hydraulic pressure chamber 4; The collar portion is interposed between the end of the coil spring 7 on the hole 2b side and the inner surface of the cylinder body 2a, and the cylindrical portion is disposed so as to be located inside the coil spring 7. Member 8
A valve stem 11 having, at one end, a valve body 10 disposed in a cylindrical portion of the member 8 and facing a valve seat surface 9 formed on the inner periphery of the hole 2b; and a cylindrical portion of the valve body 10 and the member 8 Placed between
A spring 12 for urging the valve rod 11 toward the hole 2b is provided.

A flange 11a formed at the other end of the valve stem 11 is slidably fitted into the piston 3, and the valve stem 11 is inserted between the coil spring 7 and the piston 3. When the holding plate 13 provided is interposed and the piston 3 moves in the direction to reduce the hydraulic pressure chamber 4, the collar portion 11 a comes into contact with the holding plate 13.

That is, when the brake fluid pressure is applied to the fluid pressure chamber 4 and the piston 3 moves toward the hole 2b, the valve body 10 is seated on the valve seat surface 9, and the communication between the fluid pressure chamber 5 and the master cylinder 1 is established. When the piston 3 is disconnected and moves in the direction to reduce the hydraulic chamber 4, the valve rod 11 is pushed toward the piston 3 against the urging force of the spring 12, and the valve body 10 is separated from the valve seat surface 9. , The hydraulic chamber 5 communicates with the master cylinder 1.

A hole 2c communicating with the hydraulic chamber 5 is formed in a side wall of the cylinder body 2a, and the hydraulic chamber 5 is connected to a wheel cylinder 15 of a driving wheel via a pipe 14 connected to the hole 2c. Have been.

Further, a pipe 16 is connected to the pipe 6 so as to be branched, and the wheel cylinder 17 of the non-drive wheel and the discharge port of the master cylinder 1 are communicated through the pipe 16 and the pipe 6. .

In addition, a hole communicating with the hydraulic chamber 4 is provided in the cylinder body 2a.
2d is formed, and the hydraulic pressure chamber 4 is connected to the discharge side of a brake hydraulic pressure pump 21 via a pipe 18, an electromagnetic valve 19, and a pipe 20 which are sequentially connected from the hole 2d.

An accumulator 23 is connected to the pipe 20 via a pipe 22 branched from the pipe 20.

Here, in a normal state (a state in which the excitation voltage is not applied), the electromagnetic valve 19 cuts off the communication between the pipe 18 and the pipe 20, and makes the two communicate only when the excitation voltage is applied by the controller 30.

Further, a pressure switch 34 is provided at an end of a pipe 33 branched from the pipe 20, and a brake hydraulic pump is provided.
21 is a controller based on a signal output from a pressure switch 34 when the accumulator 23 becomes low pressure.
The motor 24 is driven by the rotation of the motor 24 by the pump 30, and the suction side is connected to the liquid tank via a pipe 25.
It is connected to and sucks and discharges the liquid in the liquid tank.
The liquid tank 26 is open to the atmosphere, and the internal pressure is always atmospheric pressure.

Further, the accumulator 23 is a brake hydraulic pump.
The high-pressure liquid is discharged from the reservoir 21 and is stored therein. When the solenoid valve 19 connects the pipe 18 to the pipe 20, the high-pressure liquid flows into the hydraulic chamber 4. I have.

In addition, the pipes 18 and 25 include a pipe 27 branched from the pipe 18, a pipe 28 branched from the pipe 25, a pipe 27 and a pipe 28.
And an electromagnetic valve 29 provided between the two.

Here, the solenoid valve 29 is connected to the pipe 27 in the normal state.
28, and the communication between them is cut off only when the excitation voltage is applied by the controller 30.

Rotation speed sensors 31 and 32 for detecting the rotation speeds of the wheels are provided near the driving wheels and near the non-driving wheels, respectively.
A brake switch 35 for detecting that step 1a is depressed is provided, and each output signal is input to the controller 30.

Further, a throttle valve 38 for adjusting an intake air amount in conjunction with an accelerator pedal 27 is provided in an intake passage 36 between an engine (not shown) and an air cleaner, and a stepping motor 39 rotated by the controller 30. The sub-throttle valve 40, which is driven from fully closed to fully open, and adjusts the intake air amount similarly to the throttle valve 38
Is provided.

In addition, a throttle sensor 41 for detecting the opening of the throttle valve 38 is provided near the accelerator pedal 37, and an output signal thereof is input to the controller 30.

A steering shaft (not shown) is provided with a steering sensor 42 for detecting a rotation angle (steering angle φ) of the steering wheel, and an output signal thereof is input to the controller 30.

Further, the controller 30 has three modes of a slip rate: a pressure increasing mode in which the brake fluid pressure is applied to the wheel cylinders 15 and 17, a pressure holding mode in which the brake fluid pressure is kept constant, and a pressure reducing mode in which the brake fluid pressure is reduced. S
And the driving wheel speed rω differential value of _F (drive wheel acceleration) r
_{F (hereinafter,} simply referred to as differential value r _F) are set control table as shown in FIG. 2 is stored in the reference mode switching threshold value corresponding to the. In this control table, U indicates a pressure increase mode, H indicates a pressure holding mode, D indicates a pressure reduction mode, and two thresholds S ₁ , S ₂ and r set for the slip ratio S and the differential value r _F , respectively. _F1 , r _F2
The mode is selected on the basis of. The numbers 0 to 8 in FIG. 2 are traction numbers.
This is called TN, and based on this traction number TN, brake control for increasing, maintaining, and reducing the brake fluid pressure is performed.

Here, control of the sub-throttle valve will be described. Since the traction control is to reduce the surplus torque of the wheels, the torque must be reduced as the road friction coefficient μ decreases. That is, as shown in FIG. 3, the lower the road friction coefficient μ, the smaller the opening θ of the sub-throttle valve 40 must be.

Further, the engine output must be increased as the vehicle speed V increases. That is, as shown in FIG. 4, it is necessary to increase the opening degree θ of the sub-throttle valve 40 as the vehicle speed V increases.

A relational expression between the opening degree θ of the sub-throttle valve 40, the vehicle speed V, and the road surface friction coefficient μ calculated experimentally based on the above description is shown below. Here, a, b and c are constants.

θ = a · V + b · μ + c By the way, it is difficult to measure the vehicle speed V and the road surface friction coefficient μ. However, when the road surface friction coefficient traction control is required μ is low road, the differential value of the rotational speed Aruomega _R of the road surface friction coefficient μ and the non-driven wheels (non-drive wheel acceleration) r R _{(hereinafter,} simply differential value r _R ) is considered to be proportional. Therefore, the rotational speed Aruomega _R undriven wheels vehicle speed _V, the Substitution respectively μ road surface friction coefficient differential value r _R, formula is obtained as follows. Where a ',
b 'and c' are constants. The rotational speed Aruomega _R undriven wheels is the average value of the rotational speed Aruomega _RL of non-driven wheel of the rotation speed Aruomega _RR and left non-driven wheels of the right. This is because the sub-throttle valve control is one-channel control.

θ = a ′ · rω _R + b ′ · r _R + c ′ Therefore, control of the sub-throttle valve will be performed based on the equation.

Here, in FIG. 5 on the basis of the equation shows a characteristic diagram for the rotation speed Aruomega _R and derivative values r _R undriven wheels of the opening θ of the sub-throttle valve 40. In this figure, a curve a is a characteristic when the differential value r _R is 0.1 G, a curve b is a characteristic when the differential value r _R is 0.2 G, and a curve c is a differential value r.
The characteristic when _R is 0.3G, the curve d is the differential value r _R
This is the characteristic when 0.4 G is set.

In such a configuration, the operation of the controller 30 will be described based on the flowcharts shown in FIGS.

When the power is turned on, the controller 30 proceeds to step SA.
Proceed to the processing of 1 and the rotation speed sensors 31 and 32, the pressure switch 34, the brake switch 35, the throttle sensor
After inputting signals output from each of the steering sensor 41 and the steering sensor 42, the process proceeds to Step SA2.

At step SA2, first, the rotational speed Aruomega _F of the drive wheel from the output signal of the rotational speed sensor 31, respectively calculating the rotational speed Aruomega _R undriven wheels from the output signal of the rotational speed sensor 32. The rotational speed Aruomega _F, the rotational speed r of the right drive wheel
ω _FR and the average value of the rotational speed rω _FL of the left driving wheel.
Rotational speed Aruomega _R is the average value of the rotational speed Aruomega _RL of non-driven wheel of the rotation speed Aruomega _RR and left non-driven wheels of the right.

Next, a differential value _{r F} from the rotational speed Aruomega _F of the drive wheels,
Respectively calculating a differential value r _R from the rotational speed Aruomega _R undriven wheels.

Further, after calculating the slip ratio S based on the following equation, the process proceeds to step SA3.

At step SA3, the traction number TN of the second view by comparing the slip rate S and the threshold S ₁ and S ₂ are (0,
(2), (3,4,5) and (6,7,8) are determined, and the differential value r _{F is set} to the threshold r
₂ compared to _F1 and rF2
The traction number is determined by determining which line TN corresponds to (0,3,6), (1,4,7) or (2,5,8).
Determine TN. Then, the process proceeds to Step SA4.

At step SA4, After calculating the opening degree θ of the sub-throttle valve 40 by substituting the rotational speed Aruomega _R and derivative values r _R undriven wheels to the above formula, the process proceeds to step SA5.

In step SA5, a control pattern is determined. Here, the control pattern determination processing will be described based on the flowchart of FIG.

The controller 30 first proceeds to the process of step SB1, and determines whether or not a flag TRF, which is a flag that sets 1 when performing traction control, is 1, and when the determination result is “NO”, Proceed to step SB2.
Since the initial value of the flag TRF is 0, in this case, the determination result of step SB1 is "NO", and the process proceeds to step SB2.

In step SB2, it is determined whether or not the traction number TN is one of 3, 6, and 7. If the determination is "YES", the flow proceeds to step SB3.

In step SB3, the flag TRF is set to 1, and the process proceeds to step SB4.

In step SB4, after determining the control pattern of the solenoid valves 19 and 29 according to the traction number TN,
Proceed to SB5.

In step SB5, the opening θ of the sub throttle valve 40
After the control pattern of the stepping motor 39 is determined according to the above, the process proceeds to step SB6.

In step SB6, it is determined whether five seconds have elapsed since the traction number TN became one of 1, 2, and 5. If the result of this determination is “YES”, the flow proceeds to step SB7.

In step SB7, after setting the flag TRF to 0, the process returns to the main routine.

On the other hand, if the decision result in the step SB6 is "NO",
Return to the main routine.

If the determination result of step SB2 is "NO", that is, if the traction number TN is not 3, 6, or 7, the process proceeds to step SB8.

In step SB8, after the brake control is turned off, the process proceeds to step SB9.

In step SB9, after turning off the sub throttle valve control, the process returns to the main routine.

On the other hand, if the result of the determination at step SB1 is "YES", that is, if the flag TRF is 1, the process proceeds to step SB4.

The processing of steps SB6 and SB7 described above is provided for the following reason.

That is, since the traction number TN is 1, 2, 5 means that the vehicle is in a stable state, the traction control may be stopped if the state is continued for 5 seconds or more, for example. Therefore, the traction control is stopped by setting the flag TRF to 0.

When the control pattern is determined by the processing described above, the controller 30 proceeds to step SA6 in the flowchart of FIG.

In step SA6, the controller 30 sets the solenoid valve 19 in accordance with the control pattern determined in the processing in step SA5.
And 29 are opened and closed, and the motor 24 is rotationally driven based on the output signal of the pressure switch 34.
Then, the process returns to step SA1.

Here, the control of the controller 30 when the traction number TN = 3 is selected in the above-described control pattern determination processing in step SA5 will be described.

The controller 30 applies an excitation voltage to the solenoid valve 19 and the solenoid valve 29 to operate them, thereby
26 and the communication between the hydraulic chamber 4 and the accumulator
23, that is, the discharge side of the hydraulic pump 21 communicates with the hydraulic chamber 4 to apply pressure to the hydraulic chamber 4.

As a result, the piston 3 moves to the hole 2b side, and the valve body 10 is seated on the valve seat surface 9 to cut off the communication between the hydraulic pressure chamber 5 and the master cylinder 1, so that the pressure in the hydraulic pressure chamber 5 also increases. Then, this pressure is applied to the wheel cylinder 15 to generate or increase the braking force of the brake of the drive wheel.

At this time, the controller 30 sets the pressure switch 34
Based on the output signal, the motor 24 is driven to rotate to operate the hydraulic pump 21, and the pressure of the accumulator 23 is always maintained at a constant value or more.

Although omitted in the above-described processing, traction control is not performed when the brake switch 35 is turned on, that is, when the driver steps on the brake pedal 1a, and when the throttle valve 38 is closed for a predetermined time or more. Does not control the sub-throttle valve 40.

 Next, an embodiment of the second invention will be described.

First, FIG. 8 shows a characteristic diagram of the road surface friction coefficient μ and the slip ratio S of the side force F necessary for stability during turning. The side force F is, as shown by the curve a,
The characteristics show that the slip ratio S decreases as the slip ratio S increases.

Further, the μ road surface friction coefficient, in the case of pavement, as shown by the curve b, shows the best characteristics in a predetermined slip ratio S _P, in the case of rough road, as shown in curve c, slip It shows a characteristic that increases as the rate S increases.

Therefore, the threshold value S ₁ and S ₂ of the slip ratio S which has been fixed and varying the road conditions and driving conditions in one embodiment of the first invention described above, the target slip ratio
The concept of S _M is introduced, and the thresholds S ₁ and S ₂ are varied based on the target slip ratio S _M.

First, the target slip ratio S _M if not rough road is determined based on the following equation.

_{S M = S P (1- |} φ |) in ... where, S _P is the slip rate when the road surface friction coefficient during straight μ reaches a peak is about 0.2. Φ is a steering angle (−1 <φ <).

 In the case of a rough road, the value of the following equation is used unconditionally.

S _M = 0.5 In addition, in the case of the selection between the equations, the equation is used as the target slip S _M on a rough road. Here, whether or not the vehicle is traveling on a rough road is determined by the fact that the suspension of the vehicle vibrates at a substantially predetermined frequency when traveling on a rough road, and this appears as a variation in the vehicle speed V. It may be performed by a method such as detection. Of course, it is obvious to use a known bad road detection method.

Next, the threshold value S ₁ and S _2, for example, shall be determined based on the equations shown in the following equation.

_{S 1 + 0.025 ≒ S M ≒} S 2 -0.025 ··· Next, determine the driving wheel target speed V _M shown below on the basis of the target slip ratio S _M described above.

Then, sub-throttle control is performed based on the following equation instead of the above equation.

θ = a · V _M + b · r _R + c An embodiment of the second invention will be described below with reference to the drawings. The configuration of the device is the same as that of the first embodiment.

Next, the operation of the controller 30 will be described with reference to the flowchart shown in FIG.

When the power is turned on, the controller 30 executes step SC
Proceed to the processing of 1 and the rotation speed sensors 31 and 32, the pressure switch 34, the brake switch 35, the throttle sensor
After inputting the signal output from each of the steering sensor 41 and the steering sensor 42, the process proceeds to Step SC2.

In step SC2, firstly, the rotational speed Aruomega _F of the drive wheel from the output signal of the rotational speed sensor 31, respectively calculating the rotational speed Aruomega _R undriven wheels from the output signal of the rotational speed sensor 32. The rotational speed Aruomega _F, the rotational speed r of the right drive wheel
ω _FR and the average value of the rotational speed rω _FL of the left driving wheel.
Rotational speed Aruomega _R is the average value of the rotational speed Aruomega _RL of non-driven wheel of the rotation speed Aruomega _RR and left non-driven wheels of the right.

Next, a differential value _{r F} from the rotational speed Aruomega _F of the drive wheels,
Respectively calculating a differential value r _R from the rotational speed Aruomega _R undriven wheels.

Further, after calculating the slip ratio S based on the above equation, the process proceeds to step SC3.

In step SC3, first, the steering angle φ is calculated based on the output signal of the steering sensor.

Next, when the output signals of the rotation speed sensors 31 and 32 have a constant frequency due to the vibration of the suspension,
Using the value of the aforementioned expressions it is determined that the rough road running as the target slip ratio S _M, otherwise, calculating a target slip ratio S _M by substituting the steering angle φ in the above expression.

Then, after calculating the driving wheel target speed V _M by substituting the target slip ratio S _M in the above expression, the process proceeds to step SC4.

In step SC4, the slip ratio S thresholds S ₁ and S
After calculating the basis ₂ of the equation, the traction number of Figure 2 compares the slip ratio S and threshold S ₁ and S ₂ TN
To which column of (0,1,2), (3,4,5) and (6,7,8), the differential value r _F is determined by the threshold values r _F1 and r _F2. The traction number TN in FIG. 2 is compared with (0,3,6), (1,4,7) and (2,5,8) to determine the traction number. Determine TN. Then, the process proceeds to Step SC5.

In step SC5, after calculating the opening degree θ of the sub-throttle valve 40 by substituting the rotational speed Aruomega _R and derivative values r _R undriven wheels to the above formula, the process proceeds to step SC6.

In step SC6, after determining the control pattern,
Proceed to step SC7. This control pattern determination processing is the same as that of the flowchart of FIG. 7 of the embodiment of the first invention described above, and a description thereof will be omitted.

In step SC7, the controller 30 controls the solenoid valve 19 according to the control pattern determined in the processing in step SC6.
And 29 are opened and closed, and the motor 24 is rotationally driven based on the output signal of the pressure switch 34.
Then, the process returns to step SC1.

In the embodiment described above, the rotational speed Aruomega _F is
The rotational speed rω _FR of the right drive wheel and the rotational speed r of the left drive wheel
the average of the omega _FL, rotational speed Aruomega _R has been described for the case where the average value of the rotational speed Aruomega _RL rotation speed Aruomega _RR and non-driven wheels of the left non-driving wheel of the right, left and right Control may be performed independently on two channels.

In the above-described embodiment, the steering sensor 42 is shown as a means for detecting the steering angle φ. However, the steering angle φ is determined based on the speeds of the left and right non-driving wheels, the tread length of the vehicle, the wheelbase length, and the like. It may be estimated and used as the steering angle φ.

[Effects of the Invention] According to the present invention, in relation to traction control when an acceleration slip of a driving wheel occurs, the control factors of engine output control and brake control of the driving wheel are respectively used as speed information and driving wheel information for a non-driving wheel. The engine output control with slow control responsiveness is divided into speed information on non-driving wheels without depending on speed information on driving wheels affected by brake control with fast control responsiveness. Since the drive wheel speed and the non-drive wheel acceleration are used as control factors, it is possible to eliminate the mutual influence between the engine output control and the drive wheel brake control.

Therefore, regarding the traction control when the acceleration slip of the drive wheel occurs, the fluctuation of the control output of the engine output control can be suppressed, and the acceleration slip of the drive wheel can be quickly converged to a desired value.

 Thereby, the acceleration performance of the vehicle is improved.

In addition, according to the second aspect, the brake control and the engine output control can be appropriately performed depending on the driving situation (the steering angle) and the road surface situation.

[Brief description of the drawings]

FIG. 1 is a diagram showing the overall configuration of a traction control device according to one embodiment of the first invention and the second invention, and FIG. 2 is a pressure increasing mode, a pressure holding mode, and a pressure reducing mode according to a threshold value of wheel speed information. FIG. 3 is a diagram showing characteristics of the road surface friction coefficient μ with respect to the opening θ of the sub-throttle valve 40, FIG. 4 is a diagram showing characteristics of the vehicle speed V with respect to the opening θ of the sub-throttle valve 40, FIG. 5 shows the rotational speed rω _R of the non-driving wheel at the opening θ of the sub-throttle valve 40.
And shows a characteristic for differentiated value r _R, FIG. 6 is a flowchart showing the operation of the controller 30 of the traction control apparatus according to an embodiment of the first invention, FIG. 7 is a flow chart showing a control pattern determination process of FIG. 6 FIG. 8 is a diagram showing the characteristics of the road surface friction coefficient μ and the side force F with respect to the slip ratio, and FIG. 9 is a flowchart showing the operation of the controller 30 of the traction control device according to one embodiment of the second invention. 1 ... Master cylinder, 1a ... Brake pedal, 2 ...
Booster cylinder, 2a …… Cylinder body, 2b …… Hole, 3 ……
Piston, 4,5 ... Hydraulic chamber, 6,14,16,18,20,22,25,27,2
8,33… Piping, 7… Coil spring, 8… Member, 9…
Valve seat surface, 10: Valve body, 11: Valve stem, 11a ... Flange, 1
2 ... spring, 13 ... holding plate, 15, 17 ... wheel cylinder, 19, 29 ... solenoid valve, 21 ... brake hydraulic pump, 23
…… accumulator, 24 …… motor, 26 …… liquid tank,
30 …… Controller, 31, 32 …… Rotation speed sensor, 34…
… Pressure switch, 35 …… Brake switch, 36…
... intake passage, 37 ... accelerator pedal, 38 ... throttle valve, 39 ... stepping motor, 40 ... subthrottle valve, 41 ... throttle sensor, 42 ... steering sensor.

──────────────────────────────────────────────────続 き Continued on the front page (58) Field surveyed (Int.Cl. ⁶ , DB name) B60K 41/00-41/28 B60T 7/12-7/22 B60T 8/32-8/96 F02D 29 / 00-29/06

Claims (2)

(57) [Claims] A rotational speed detecting means for detecting a rotational speed of each of a driving wheel and a non-driving wheel; and a slip ratio based on a detection output of the rotational speed detecting means.
A speed information calculating means for calculating a driving wheel acceleration, a non-driving wheel speed, and a non-driving wheel acceleration; and controlling the braking force of a brake provided on a driving wheel based on the slip ratio and the driving wheel acceleration, and Control means for controlling an engine output based on a wheel speed and the non-driven wheel acceleration. A rotational speed detecting means for detecting a rotational speed of each of a driving wheel and a non-driving wheel; a steering angle detecting means for detecting a steering angle; a slip ratio based on a detection output of the rotational speed detecting means; Speed information calculating means for calculating driving wheel acceleration, non-driving wheel speed and non-driving wheel acceleration; target slip rate calculating means for calculating a target slip rate based on a detection output of the steering angle detecting means; And a driving wheel target speed calculating means for calculating a driving wheel target speed based on the non-driving wheel speed, and controlling the braking force of a brake provided on the driving wheel based on the slip ratio and the driving wheel acceleration, and Control means for controlling the engine output based on the target wheel speed and the non-drive wheel acceleration.