Skid detection apparatus for vehicle

Technical Field

The invention relates to a slippage detection device of the vehicle, more specifically, relates to the four-wheel-drive vehicle for detecting slip.

Background Art

In the non-four-wheel drive in the two-wheel-drive vehicle, usually can be according to the average speed of the front wheel and the rear wheel to the difference between the average speed of the slip judgment, listed as one example the following Patent literature 1 of the technology.

[Patent literature 1] Japanese opens especially 2007-92823, the

In the two-wheel-drive vehicle, the slippage can be judged by using the above-mentioned method, however, in the four-wheel drive condition of the vehicle, with respect to the above-mentioned method, the two wheel cannot be detected by the slipping side (e.g., front left wheel and the left side wheel spin, front right wheel and the rear right wheel firmly) such a situation.

Content of the invention

Therefore, the aim of the invention is to solve the above-mentioned subject, to provide a in a four-wheel drive vehicle can be detected with a high precision of the vehicle skidding of slippage detection device.

In order to solve the above-mentioned purpose, section 1 regard constitute to a slippage detection device of the vehicle, the vehicle with the transmission to the drive source output speed for driving front and rear wheels respectively, characterized in that the slipping of the vehicle detecting device is provided with a: front and rear wheel rotation speed detecting unit, for detecting the rotational speed of the front and rear wheels; the actual rear wheel left and right wheel speed ratio calculating unit, on the basis of the detected rotation speed of the rear wheel of a rear wheel left and right wheels to calculate actual speed ratio; and when the driving wheel slip ratio calculating unit back and forth, is calculated according to the data of the actual rear wheel left and right wheel speed ratio, and is retrieved to the front and rear wheel assumed to be running and the pre-calculated and stored at the back of the rear wheel slip than with respect to the characteristics of the left and right wheel speed ratio, and when the calculated driving the front and rear wheel slip ratio; actual front and rear wheel slip ratio calculating unit, on the basis of the detected rotational speed of the front and rear wheels to calculate the actual front and rear wheel slip ratio; and slip judging unit, is calculated on the basis of the data of the driving wheel slip ratio and the calculated actual of the difference between the front and rear wheel slip ratio, determining slippage.

Section 2 of the detecting device of the vehicle is slipping, in that the difference is greater than the slippage detection threshold value, the slip judgment unit judges the slippage.

Section 1 of a slippage detection device of the vehicle for, detecting the rotation speed of the front and rear wheels, front and rear wheels in response to the detection of the rotation speed of the rear wheels to calculate actual left and right wheel speed ratio, according to the calculated actual rear wheel left and right wheel speed ratio (actual rear wheel left and right wheel speed ratio), retrieval assumptions driving the front and rear wheel and computes and stores in advance of the rear wheel and the rear wheel slip than with respect to the characteristics of the left and right wheel speed ratio, and when the calculated driving the front and rear wheel slip ratio, according to the calculated driving of the front and rear wheels at the time of sliding than the front and rear wheels by the detection of the rotational speed of the actual calculated by the front and rear wheel slip ratio (the actual front and rear wheel slip ratio) of the difference, determine slipping, in other words, not on the basis of the average speed of the front wheel and the rear wheel to the difference between the average speed of the slip judgment, and front and rear wheels is calculated in advance and in driving (in other words, under an ideal state) relative to the left and right wheel speed ratio of the rear wheel and the rear wheel slip ratio, is determined as a characteristic, is calculated according to the detected value of the actual rear left and right wheel speed ratio to retrieve the characteristic, and the thus-calculated driving (under an ideal state) when the front and rear wheel slip ratio, according to the ground running wheel slip than with the actual calculated by the detected value of the difference between the front and rear wheel slip ratio, the nuts, therefore, capable of accurately detecting whether a slipping. Therefore, as a transmission having a continuously variable transmission under the condition of, can produce slippage in advance in the process of lateral pressure of the belt is improved, the following situation can be prevented: by the driving in low-friction road surface and produces slippage, and a slip from under the state of the high-friction road, because the wheel emergency ground gripping of the belt caused by the sliding.

Section 2 of a slippage detection device of the vehicle is, when in the back of the driving wheel slip ratio with the actual front and rear wheel slip ratio is larger than slippage detection threshold value, judged as slipping, so as to further accurately detecting whether a slipping.

Description of drawings

Fig. 1 shows as a whole a vehicle of the embodiment of the invention the compend OZP slippage detection device.

Fig. 2 shows fig. 1 shown in the movements of the vehicle control device of the flow chart.

Fig. 3 shows fig. 2 flow chart of the actual rear wheel left and right wheel speed ratio calculating processing of the sub-routine flow chart.

Figure 4 shows Figure 2 flow chart of the actual rear wheel left and right wheel speed ratio related to the driving of the front and rear wheel slip ratio calculating processing of the sub-routine flow chart.

Figure 5 shows the Figure 4 a description of the processing of the ground the rear of the left and right wheel speed ratio of the front and rear wheel slip ratio map of the relationship between.

Figure 6 is shown according to fig. 5 the relations pre-calculated and stored, and when the driving wheel slip ratio with respect to the back of the left and right wheel speed ratio of the rear wheel of the characteristic map.

Figure 7 shows Figure 2 flow chart of the actual front and rear wheel slip ratio calculating processing of the sub-routine flow chart.

Figure 8 shows Figure 2 flow chart of wheel slip ratio based on the slippage judgment processing of the sub-routine flow chart.

Grade description

10: vehicle; 12: internal combustion engine (engine); 14: the transmission (stepless speed variator, Cape Verde Time); 24: transfer case; 30FL, 30FR: front wheel (wheel); 30RL, 30RR: rear wheel (wheel); 32: transmission shaft; 36: viscous coupling (VC); 44: wheel speed sensor; 46: throttle opening sensor; 50: brake switch; 54: ECU (electronic control unit).

Mode of execution

The following, with reference to the embodiment of the present invention used for Description of drawings the control device for a vehicle.

[Embodiment]

Fig. 1 shows as a whole a vehicle of the embodiment of the invention the compend OZP slippage detection device.

In Figure 1 in, grade 10 representing the vehicle, the vehicle 10 is carried in a water-cooled petrol as the fuel of the internal combustion engine (driving source, hereinafter referred to as "engine") 12. The engine 12 is input into the Cape Verde Time the output of the (  Transmission   Variable Continuous, transmission) 14.

Cape Verde Time   14 on MS by the configuration of the main shaft of the driving pulley 14a, disposed on the counter shaft CS of the driven pulley 14b, is wound on a driving belt wheel 14a and the driven belt wheel 14b of the metal between the belt 14c, to the Cape Verde Time and   14 supply of the operating oil of the oil hydraulic mechanism (not shown) to form, in accordance with the infinitely variable speed ratio by the torque converter 16 and a forward clutch 20 MS input of the engine from the main shaft 12 to the output of the variable speed.

By Cape Verde Time   14 of the engine 12 from the output of the counter shaft CS via the reduction gear 22 is input to the transfer case 24, the transfer case 24 front wheel side and allocated to the side of the rear wheel. The output of the front wheel side via the front differential mechanism 26 is transmitted to the front wheel 30FL, 30FR.

The output of the trailing wheel side via the transmission shaft 32 and a rear differential mechanism 34 is transmitted to the rear wheel 30RL, 30RR. In this way, the vehicle 10 is as follows as a four-wheel drive 4WD type vehicle: using Cape Verde Time 14 to the engine 12 the output of a speed-change to drive front 30FL, and the rear wheels 30FR 30RL, 30RR.

The drive shaft 32 a is inserted into the viscous coupling (hereinafter referred to as "VC") 36. VC   36 in the container containing a plurality of clutch plate, and encloses the high-viscosity silicone oil (fluid), is generated between the clutch plate and the rotation difference of the shear force to transmit power.

In Cape Verde Time   14 in, is arranged near the drive pulley NDR sensor 40, generating and Cape Verde Time   14 corresponding to the input of the output of the rotational speed, and, is provided in the vicinity of the driven pulley NDN sensor 42, generating and Cape Verde Time   14 corresponding to the output rotation speed of the output.

The left and right front wheel 30FL, and the rear wheels 30FR 30RL, 30RR the driving shaft near (not shown) are respectively provided with a wheel speed sensor 44, and the left and right of the front and rear wheels is generated 30FL, 30FR, 30RL, 30RR the rotational speed of the corresponding (wheel speed) of the output.

In the vehicle 10 on the ground of the accelerator pedal of the driver's seat (not shown) is arranged near the throttle opening sensor 46, the throttle open degree (driver steps on measures the accelerator pedal) the output of the corresponding AP, and, in the brake pedal (not shown) is provided with a brake switch (BRK) near 50, when the brake pedal operation by the driver, outputs an on-signal.

The output of the above-mentioned sensor is delivered to the ECU (Electronic   Control   Unit, electronic control device) 54. ECU   54 by the CPU, ROM, EEPROM, and an input-output RAM I/O miniature a computer, control Cape Verde Time   14 movement.

ECU   54 via CAN (  Network   Area Controller) 56 and control the engine 12 of the movements of the ECU   60, and anti-skid control for traction control and the ECU   62 is connected and the like.

Furthermore, the vehicle of the embodiment of the action of the slippage detection device.

Figure 2 shows the operation of the flowchart, the ECU   54 every predetermined time to implement.

Explanation below, in S10 in the left and right rear wheel calculates the actual wheel speed ratio (actual rear wheel left and right wheel speed ratio).

Figure 3 shows the processing of the sub-routine flow chart, in S100 in, to judge whether the rear wheel is larger than the right wheel speed of the left wheel speed of the rear wheel, that is, the wheel speed sensor 44 detects that the rear wheel 30RR is greater than the rotation speed of the rear wheel 30RL rotation speed.

In S100 is YES, the entered in S102, a front wheel and a rear left wheel speed right wheel speed by dividing the quotient as the (actual) rear wheel left and right wheel speed ratio, on the other hand, in S100 is negative, the entered in S104, a front wheel and a rear right wheel speed of the left wheel speed by dividing the quotient as the (actual) left and right wheel speed ratio of the rear wheel.

To return to Figure 2 a description of the flow chart, then enter S12, and the actual calculation of the left and right wheel speed ratio of the rear wheel (the actual rear wheel left and right wheel speed ratio) of the associated the back of the driving wheel slip ratio.

Figure 4 shows the processing of the sub-routine flow chart.

Description of the prior the plan, with reference to Figure 5 and Figure 6 shows that to the left and right wheel speed than the rear wheels and the relationship between the wheel slip ratio.

As shown in Figure 5, can be according to the rotation of the central point and the relationship between each wheel, on the ground of the front left and right wheel speed ratio relationship between the wheel slip ratio is B² + C² = A², therefore as shown in Figure 6, and by driving the rear wheel relative to the left and right wheel speed ratio of the front and rear wheel slip ratio.

On Figure 6 the characteristic of the shown, and can be pre-calculated front and rear wheels in driving (in other words, under an ideal state) relative to the left and right wheel speed ratio of the rear wheel and the rear wheel slip ratio, determined as table characteristic , is calculated according to the detected value of the actual rear left and right wheel speed ratio to retrieve the characteristic, and the thus-calculated driving (under an ideal state) when the front and rear wheel slip ratio.

In order to the above-mentioned as the prerequisite to return to Figure 4 of the note, in S200 in, according to in S102 or S104 is calculated the actual rear wheel left and right wheel speed ratio (actual rear wheel left and right wheel speed ratio) to retrieve Figure 6 the characteristic of the shown, and when the calculated driving the front and rear wheel slip ratio.

To return to Figure 2 a description of the flow chart, then enter S14, and calculates the actual wheel slip ratio (the actual front and rear wheel slip ratio).

Figure 7 shows the processing of the sub-routine flow chart, in S300 in, the average value of the wheel speed and the ratio of the average wheel speed of the front wheel, i.e. 30RL and 30RR the average rotary speed and 30FL and 30FR the ratio of the average rotational speed, from 1.0 by subtracting the calculated value of the difference obtained as a practical the front and rear wheel slip ratio.

To return to Figure 2 a description of the flow chart, then enter S16, wheel slip ratio according to the judge whether to produce slippage.

Figure 8 shows the processing of the sub-routine flow chart.

Explanation below, in S400 in, before S300 the actual computed the front and rear wheel slip ratio and in S200 in fig. 6 is calculated by the characteristic of the driving wheel slip ratio of the difference between the front and back, to judge whether the obtained difference exceeds a threshold, whether more accurately than the Figure 6 and shown in the amplitude of the slippage detection threshold value.

In S400 is affirmative in the judgement for the obtained difference exceeds the upper and lower detection threshold when the amplitude of the, access to S402, judged as slipping (sliding), on the other hand, in S400 is negative in the judged to be determined and the difference does not exceed the range of the detection threshold, in S404, judged as slipping (slippage not generated).

Furthermore, in fig. 6 in, the only difference in the representation exceeds the detection threshold value below the skid (generating), but exceeds the detection threshold in the above situation is judged to be the detected slip (generating). According to fig. 6 can be known, detection threshold value is set to, the rear wheel the greater the left and right wheel speed ratio, the front and rear wheel slip ratio is small. On the detection threshold, in the rear wheel left and right wheel speed ratio is small in the area of the, front and rear wheel slip ratio is set to a constant value.

As mentioned above, in this embodiment, is configured as a kind of vehicle 10 slippage detection device (ECU 54), the vehicle 10 with the transmission (continuously variable transmission) 14 (internal combustion engine) to the drive source 12 to the output of the driving front and rear wheels shifting 30FL, 30FR, 30RL, 30RR, wherein, the vehicle 10 slippage detection device (ECU   54) has: front and rear wheel rotation speed detecting unit (wheel speed sensor 44), for detecting the rotational speed of the front and rear wheels; the actual rear wheel left and right wheel speed ratio calculating unit (ECU   54, S10, S100-S104), on the basis of the detected rotational speed of the front and rear wheels to calculate the actual rear wheel left and right wheel speed ratio (the actual rear wheel left and right wheel speed ratio); and when the driving wheel slip ratio calculating unit and (ECU   54, S12, S200), the count is calculated on the basis of the actual rear wheel left and right wheel speed ratio, and is retrieved to the front and rear wheel assumed to be running and the pre-calculated and stored at the back of the rear wheel slip than with respect to the characteristics of the left and right wheel speed ratio (Figure 6 shown), and the calculation of the back of the driving wheel slip ratio; actual front and rear wheel slip ratio calculating unit (ECU   54, S14, S300), on the basis of the detected rotational speed of the front and rear wheels to calculate the actual front and rear wheel slip ratio (the actual front and rear wheel slip ratio); and slip judging unit (ECU   54, S16, S400-S404), calculated on the basis of the data of the driving wheel slip ratio and the calculated actual of the difference between the front and rear wheel slip ratio, judging slipping, in other words, not on the basis of the average speed of the front wheel and the rear wheel to the difference between the average speed of the slip judgment, and front and rear wheels is calculated in advance 30FL, 30FR, 30RL, 30RR firmly in running (in other words, under an ideal state) than the left and right wheel speed of the rear wheel and the rear wheel slip ratio of (as shown in Figure 6), as a characteristic determined, calculated according to the detected value of the actual rear left and right wheel speed ratio (actual rear wheel left and right wheel speed ratio) to search this characteristic, when the calculated running out (under an ideal state) the front and rear wheel slip ratio, according to the hand of the driving wheel slip ratio is calculated by the detected value of the actual the front and rear wheel slip ratio (the actual front and rear wheel slip ratio) of the difference, the nuts, therefore, can be high accurately detecting whether a slipping. Therefore, in the continuously variable transmission 14 as a transmission case, can produce slippage of the belt in advance in the process of the 14c of the side pressure, the following situation can be prevented: by the driving in low-friction road surface and produces slippage, and a slip from under the state of the high-friction road, such as the emergency by the wheels and the belt caused by the sliding.

And, in that the difference is greater than a slippage detection threshold value, the slip judgment unit judges the slippage (ECU   54, S16, S400-S404), therefore, can further accurately detecting whether a slipping.

Furthermore, in the above-mentioned in order to a four-wheel drive vehicle as an example is described, however, the invention also is applicable to two-wheel drive vehicle. Furthermore, as a transmission a continuously variable transmission is shown, however, as long as four-wheel (or two-wheel) drive vehicle, the invention is suitable for having vehicles with all of the transmission.