Patent US4640933A successfully refreshed from Google Patents.
EP0321931A2
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EP
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System for controlling rotation of drive wheel for vehicles and method therefor
Assignee: Nissan Motor Co Ltd
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Filing: 1988-12-20
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Granted: —
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Expires: 2008-12-20
Abstract
Abstract A system and method for controlling a rotation of drive wheels (15,16) for a vehicle are disclosed in which a slippage (slip rate in percentage) between the drive wheels and a road surface on which the vehicle runs is calculated on the basis of a drive wheel rotation speed and a vehicle body speed, a plurality of different predetermined slippages, each representing a magnitude of a slip occurrence are stored, and a plurality of different characteristic graphs, each representing a relationship between opening angles of a first throttle valve (2) associated with an accelerator (4) and of a second throttle valve (3) installed in series with the first throttle valve in an intake air passage (1) of a vehicular engine are stored. Then, one of the characteristic graphs is selected to use the control of the opening angle of the throttle valve (3) according to a change of the slip occurrence in such a way that when the slippage increases and exceeds one of the predetermined slippages, the opening angle of the second throttle valve is decreased toward its fully close position with respect to that of the first throttle valve and when the slippage decreases and becomes below one of the predetermined slippages, the opening angle of the second throttle valve is increased with time toward its original fully open position.
Inventors
- 👤 Minoru Tamura
- 👤 Shinji Katayose
- 👤 Toru Iwata
Bibliographic Details
Application Number
—
Jurisdiction
EP
Data Source
google_patents
Last Synchronized
2026-10-29 22:20
CPC Classifications
B; B60; B60K; B60K28/00; B60K28/10; B60K28/16
Claims Analysis
Total Claims: 15
Claim 1
Independent Claim
310 words
A system for controlling the rotation of drive wheels for a vehicle, comprising: (a) first means (20) for detecting a first speed of the drive wheels (15,16) of the vehicle: (b) second means (17,18) for detecting a second speed of the vehicle body; (c) third means (7) for calculating a slip percentage (slippage5) between the drive wheels and a road surface on which the vehicle runs from the detected first and second speeds; (d) fourth means (7) for setting and storing a plurality of different characteristic graphs, each representing a relationship between a first controlled variable (ASTAGL) of a first engine driving force adjusting meachanism (2) of a vehicular engine which is varied according to a controlled variable of a vehicular accelerator (4) and a second controlled variable (STEP) of a second engine driving force adjusting mechanism (3) of the vehicular engine; (e) fifth means (7) for setting and storing a plurality of different predetermined slippages (S ' ,S 2 ,S 4 .,S&), each indicating a magnitude of a vehicle slip occurence of the drive wheels against the road surface; (f) sixth means (7) for transferring and selecting any one of the characteristic graphs of the fifth means depending on whether the calculated slippage increases and exceeds one of the predetermined slippages in such a way that the second controlled variable of the second driving force adjusting mechanism (3) is decreased with respect to the first controlled variable whenever the slippage increases and exceeds one of the predetermined slippages and in such a way that the second controlled variable is increased with time with respect to the first controlled variable whenever the slippage in turn decreases and becomes below one of the predetermined slippages; and (g) seventh means (7,12) for controlling the second controlled variable of the second driving force adjusting mechanism on the basis of the selected characteristic graph.
Claim 2
Independent Claim
310 words
A system for controlling the rotation of drive wheels for a vehicle, comprising: (a) first means (20) for detecting a first speed of the drive wheels (15,16) of the vehicle: (b) second means (17,18) for detecting a second speed of the vehicle body; (c) third means (7) for calculating a slip percentage (slippage5) between the drive wheels and a road surface on which the vehicle runs from the detected first and second speeds; (d) fourth means (7) for setting and storing a plurality of different characteristic graphs, each representing a relationship between a first controlled variable (ASTAGL) of a first engine driving force adjusting meachanism (2) of a vehicular engine which is varied according to a controlled variable of a vehicular accelerator (4) and a second controlled variable (STEP) of a second engine driving force adjusting mechanism (3) of the vehicular engine; (e) fifth means (7) for setting and storing a plurality of different predetermined slippages (S ' ,S 2 ,S 4 .,S&), each indicating a magnitude of a vehicle slip occurence of the drive wheels against the road surface; (f) sixth means (7) for transferring and selecting any one of the characteristic graphs of the fifth means depending on whether the calculated slippage increases and exceeds one of the predetermined slippages in such a way that the second controlled variable of the second driving force adjusting mechanism (3) is decreased with respect to the first controlled variable whenever the slippage increases and exceeds one of the predetermined slippages and in such a way that the second controlled variable is increased with time with respect to the first controlled variable whenever the slippage in turn decreases and becomes below one of the predetermined slippages; and (g) seventh means (7,12) for controlling the second controlled variable of the second driving force adjusting mechanism on the basis of the selected characteristic graph.
Claim 3
Dependent Claim
138 words
A system as set forth in claim 1, wherein the seventh means comprises: (a) eighth means (5) for detecting the controlled variable of the first driving force adjusting mechanism; (b) ninth means (6) for detecting the controlled variable of the second driving force adjusting mechanism; (c) tenth means for reading a target controlled variable of the second driving force adjusting mechanism from the selected characteristic graph with respect to the detected first controlled variable; (d) eleventh means for calculating a difference between the read target controlled variable and the detected controlled variable of the second driving force adjusting mechanism; (e) twelfth means (10,12) for driving the second driving force adjusting mechanism on the basis of the calculated difference by the eleventh means so as to place the second driving force adjusting mechanism on the target controlled variable position.
Claim 4
Dependent Claim
52 words
A system as set forth in claim 2, wherein the first and second driving force adjusting mechanisms are first and second throttle valves (2,3) installed in series with each other in an intake air passage (1) of the vehicular engine and the controlled variables are opening angles of the respective throttle valves.
Claim 5
Dependent Claim
23 words
A system as set forth in claim 3, wherein the twelfth means includes a stepping motor (12) linked with the second throttle valve.
Claim 6
Dependent Claim
46 words
A system as set forth in claim 3, wherein the plurality of characteristic graphs comprise maps to each of which a number of page (0-19) is allocated in an order such that as the page number increases the opening angle of the second throttle valves decreases.
Claim 7
Dependent Claim
131 words
A system as set forth in claim 5, wherein the page number is allocated to each map in such an order that page 0 indicates that the opening angle of the second throttle valve is 100 % with respect to its fully open position independently of the opening angle of the first throttle valve, page 1 to page 18 indicate that the opening angle of the second throttle valve is decreased in proportion to the opening angle of the first throttle valve until the opening angle of the first throttle valve is increased to a corresponding thresold value, and page 19 indicates that the opening angle of the second throttle valve is 5 % with respect to its fully open position independently of the opening angle of the first throttle valve.
Claim 8
Dependent Claim
25 words
A system as set forth in claim 5, which further comprises thirteenth means (22) for biasing the second throttle valve toward its fully open position.
Claim 9
Dependent Claim
359 words
A system as set forth in claim 6, which further comprises means for calculating a change rate (V R ) of the first speed and wherein in a first case when the change rate of the first speed is equal to or above zero and the calculated slippage (S) is below a first lowest predetermined slippage (S, the sixth means selects one of the maps of page 0, in a second case when the change rate of the first speed is equal to or above zero and the calculated slippage is above the first lowest predetermined slippage but below a second lowest predetermined slippage (8 2 ), the sixth means selects one of the maps of page 13 or whose map number is incremented from that used in the first case, in a third case when the change rate of the first speed is equal to or above zero and the calculated slippage is increased and exceeds the second lowest predetermined slippage, the sixth means selects one of the maps of page 19 or whose map number is incremented from that used in the third case, in a fourth case when the change rate of the first speed is below zero and the calculated slippage increases and exceeds a highest predetermined slippage (8 3 ), the sixth means selects a predetermined value corresponding to 5 % of the opening angle of the second throttle valve, and in a fifth case when the change rate is below zero and the calculated slippage is decreased and becomes below the highest predetermined slippage, the sixth means selects one of the maps whose number is decremented from that used in the fourth case with time so that the opening angle of the second throttle valve is stepwise increased, and in a sixth case when the change rate of the first speed is below zero and the calculated slippage is decreased and becomes below a fourth lowest predetermined slippage (S 4 ), the sixth means selects one of the maps whose number is page 0 or whose page number is decremented from that used in the fifth case whenever a predetermined time has elapsed.
Claim 10
Dependent Claim
53 words
A system as set forth in claim 1, wherein the second means comprises means (18) for detecting a left driven wheel speed and means (17) for detecting a right driven wheel speed and wherein the second means calculates the second speed from an average speed of the left and right driven wheel speeds.
Claim 11
Independent Claim
31 words
A system as set forth in claim, 8, wherein the four predetermined slippages (S,,S 2 ,S 3 ,S 4 ) are set according to characteristics of the vehicular engine and vehicle.
Claim 12
Dependent Claim
19 words
A system as set forth in claim 10, wherein the four predetermined slippages are 0.1, 0.2, 0.3 and 0.1.
Claim 13
Dependent Claim
30 words
A system as set forth in claim 1, wherein the first means comprises a propeller shaft rotation sensor (20) for detecting a rotation of the propeller shaft of the vehicle.
Claim 14
Independent Claim
262 words
A method for controlling the rotation of drive wheels for a vehicle, comprising the steps of: (a) detecting a first speed (V R ) of the drive wheels (15,16) of the vehicle; (b) detecting a second speed (V F ) of the vehicle body; (c) calculating a slippage (slip percentage S) between the drive wheels and a road surface on which the vehicle runs from the detected first and second speeds; (d) setting a plurality of different characteristic graphs each representing a relationship between a first controlled variable (ASTAGL) of a first engine driving force adjusting mechanism (2) of a vehicular engine which is varied according to a controlled variable of an accelerator (4) of the vehicle and a second controlled variable (STEP) of a second engine driving force adjusting mechanism (3) of the vehicular engine; (e) setting a plurality of different predetermined slippages (S,,S2,S3,S4.) each representing a magnitude of the slippage; (f) selecting one of the characteristic graphs depending on whether the calculated slippage increases and exceeds one of the set predetermined slippages in such a way that the second controlled variable is decreased with respect to the first controlled variable whenever the slippage increases and exceeds one of the set predetermined slippages and in such a way that the second controlled variable is increased with time with respect to the first controlled variable whenever the calculated slippage in turn decreases and becomes below one of the predetermined slippages; and (g) controlling the second controlled variable of the second driving force adjusting mechanism on the basis of the selected characteristic graph.
Claim 15
Independent Claim
262 words
A method for controlling the rotation of drive wheels for a vehicle, comprising the steps of: (a) detecting a first speed (V R ) of the drive wheels (15,16) of the vehicle; (b) detecting a second speed (V F ) of the vehicle body; (c) calculating a slippage (slip percentage S) between the drive wheels and a road surface on which the vehicle runs from the detected first and second speeds; (d) setting a plurality of different characteristic graphs each representing a relationship between a first controlled variable (ASTAGL) of a first engine driving force adjusting mechanism (2) of a vehicular engine which is varied according to a controlled variable of an accelerator (4) of the vehicle and a second controlled variable (STEP) of a second engine driving force adjusting mechanism (3) of the vehicular engine; (e) setting a plurality of different predetermined slippages (S,,S2,S3,S4.) each representing a magnitude of the slippage; (f) selecting one of the characteristic graphs depending on whether the calculated slippage increases and exceeds one of the set predetermined slippages in such a way that the second controlled variable is decreased with respect to the first controlled variable whenever the slippage increases and exceeds one of the set predetermined slippages and in such a way that the second controlled variable is increased with time with respect to the first controlled variable whenever the calculated slippage in turn decreases and becomes below one of the predetermined slippages; and (g) controlling the second controlled variable of the second driving force adjusting mechanism on the basis of the selected characteristic graph.
References Cited (Backward Citations)
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