JP2882148B2 - Traction control device for vehicles - Google Patents

Abstract

PURPOSE:To secure vehicle stability and prevent the generation of an excessive speed reducing feeling in the case of performing sudden accelerator return operation on the basis of the generation of an acceleration slip in a vehicular traction control device for suppressing the acceleration slip including brake control. CONSTITUTION:There is provided an acceleration slip control inhibiting means (d) for inhibiting acceleration slip brake control when the accelerator opening detection value is smaller than the specified value at the time of an acceleration slip being generated.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a traction control device for a vehicle which suppresses an acceleration slip including brake control.

[0002]

2. Description of the Related Art Conventionally, as a traction control device for a vehicle for suppressing acceleration slip by using both output control of an internal combustion engine and brake control, for example, Japanese Patent Application Laid-Open No. 61-8524 is known.
The device described in Japanese Patent Publication No. 8 is known.

[0003]

However, in the above-described traction control device for a vehicle, when an acceleration slip exceeding a predetermined level occurs irrespective of the degree of accelerator opening, the internal combustion engine output is determined only by the acceleration slip condition. Since the control and brake control are both performed, if the accelerator pedal is suddenly returned based on the occurrence of acceleration slip, not only the engine brake will act, but also the brake pressure given by the acceleration slip brake control. , The feeling of excessive deceleration occurs, and the drive wheels tend to lock, resulting in a decrease in vehicle stability.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-described problems. In a traction control device for a vehicle which performs control of acceleration slip including brake control, a rapid accelerator return operation based on occurrence of acceleration slip is performed. The object of the present invention is to prevent the occurrence of an excessive sense of deceleration regardless of the speed of the vehicle and to ensure vehicle stability.

[0005]

In order to solve the above-mentioned problems, in the vehicle traction control device according to the present invention, when an acceleration slip occurs, the larger the detected accelerator opening value is , the larger the vehicle speed is.
The acceleration slip brake control is prohibited if the accelerator opening is smaller than the vehicle speed corresponding accelerator opening .

That is, as shown in the claim correspondence diagram of FIG. 1, an acceleration slip brake control system a for applying a braking force to the drive wheels in order to suppress the acceleration slips according to the occurrence of the acceleration slips, Slip detecting means b for detecting the acceleration and driver's accelerator operation
An accelerator opening detecting means c for detecting an accelerator opening which is opened and closed by the accelerator opening detection means c, and when the acceleration slip detection value is equal to or higher than the acceleration slip threshold value, the accelerator opening detection value becomes higher as the vehicle speed becomes higher.
An acceleration slip control prohibiting means d for prohibiting the acceleration slip brake control if the value is smaller than the vehicle speed corresponding accelerator opening value set to a large value .

[0007]

When the acceleration slip detection value by the acceleration slip detection means b is equal to or greater than the acceleration slip threshold value during acceleration running or starting, for example, when acceleration slip occurs, the driver's alarm signal is output.
The accelerator opening detection value from the accelerator opening detector c that detects the accelerator opening that is opened and closed by the accelerator operation is high.
The accelerator opening corresponding to the vehicle speed that is set to a larger value as the vehicle speed increases
If the degree is equal to or greater than the degree value , the acceleration slip brake control system a operates, and a braking force is applied to the drive wheels to suppress the acceleration slip according to the occurrence state of the acceleration slip.

However, even when the acceleration slip detection value by the acceleration slip detection means b is equal to or larger than the acceleration slip threshold value, the value increases as the accelerator opening detection value from the accelerator opening detection means c increases. Set vehicle speed
When the value is smaller than the xell opening value , the acceleration slip control prohibiting means d prohibits the acceleration slip brake control.

Therefore, when the accelerator pedal is rapidly returned based on the occurrence of the acceleration slip, the running resistance is reduced.
Acceleration slip increases as vehicle speed increases to correspond to the size
Acceleration slip brake control is prohibited while satisfying the accelerator small opening degree condition corresponding to the vehicle speed, which easily enters the brake control prohibition. Therefore, only the engine brake is actuated based on the rapid operation of the accelerator pedal, and the acceleration slip generated Is suppressed by the engine brake, and the occurrence of excessive deceleration sensation, such as when acceleration slip brake control is performed at the same time, also prevents the drive wheels from becoming locked and the vehicle stability from being reduced.

[0010]

【Example】

 (First Embodiment) The configuration will be described.

FIG. 2 is an overall diagram of a braking / driving system control system for a rear wheel drive vehicle to which the vehicle traction control device according to the first embodiment of the present invention is applied.

This rear-wheel drive vehicle has a throttle control for controlling a motor throttle opening degree so that a rear wheel slip ratio is within an optimum allowable range when an acceleration slip occurs, and is independent of right and left rear wheels when an acceleration slip occurs. A traction control system (brake control side is equivalent to an acceleration slip brake control system) is used, which is used in combination with brake control that applies braking force to the front and rear wheels. It is equipped with an anti-skid brake control system.
The centralized electronic control of these systems is based on the traction control system and anti-skid brake control system electronic control unit TCS / ABS-ECU (hereinafter referred to as TCS / ABS-ECU
).

The TCS / ABS-ECU has a right front wheel speed sensor 1
From the right front wheel speed sensor value VWFR, the left front wheel speed sensor value VWFL from the left front wheel speed sensor 2, the right rear wheel speed sensor value VWRR from the right rear wheel speed sensor 3, and the Left rear wheel speed sensor value VWRL, lateral acceleration sensor value YG from lateral acceleration sensor 5, switch signal SWTC from TCS switch 6, switch signal SWST from brake lamp switch 7, throttle control module TCM (hereinafter, referred to as Throttle 1 actual opening DKV from TCM)
And the automatic transmission control unit A /
Gear position signal and shift-up signal from TC / U (hereinafter abbreviated as A / TC / U) and engine rotation from ECCS C / U (hereinafter abbreviated as ECCS C / U) Number signal and a first throttle signal TVO1 from a first throttle sensor 16 (corresponding to accelerator opening detecting means).
Then, the second throttle signal TVO2 and the like from the second throttle sensor 17 are input.

From the TCS / ABS-ECU, an acceleration slip is detected and the throttle 2 as a throttle opening / closing signal is detected.
The target opening DKR is output to the TCM, and a solenoid signal as a brake pressure increase / decrease signal is output to each solenoid valve of the common hydraulic unit TCS / ABS-HU (hereinafter abbreviated as TCS / ABS-HU). . Of the traction control, the throttle control side is called TCS throttle control, and the brake control side is called TCS brake control.

Further, the TCS / ABS-ECU detects a deceleration slip, and outputs a solenoid signal as a brake pressure increasing / decreasing signal to each solenoid valve of the TCS / ABS-HU. This anti-skid brake control is called ABS brake control.

In addition to the above output, the TCS / ABS-ECU outputs a lighting command to the TCS fail lamp 14 when the TCS fails, and outputs a lighting command to the TCS operating lamp 15 during the TCS operation.

The TCM is a control circuit mainly including a throttle motor driving circuit. The TCM receives a first throttle signal TVO1 from a first throttle sensor 16 and outputs it to a TCS / ABS-ECU as a throttle 1 actual opening degree DKV. Or input the second throttle signal TVO2 from the second throttle sensor 17 as feedback information to the throttle 2 target opening DKR, or input the throttle 2 target opening DK from the TCS / ABS-ECU.
A motor drive current IM is applied to the throttle motor 18 based on R.

Here, the first throttle valve 19 provided with the first throttle sensor 16 is connected to the accelerator pedal 2.
The second throttle valve 21 provided with the second throttle sensor 17 is provided in the engine intake passage 22 in series with the first throttle valve 19, and is opened / closed by the throttle motor 18. Valve.

The traction control system includes an air flow meter AFM as a peripheral system as shown in FIG.
And an ECCS C / U and an injector, and an engine centralized electronic control system that performs centralized control of fuel injection control, ignition timing control, idle speed correction, etc., is installed. When the ON signal is input, control (select low control) for selecting a smaller valve opening degree of the first throttle signal TVO1 and the second throttle signal TVO2 is performed for transient characteristic correction, and the canister control and the EGR control are performed. Aborted.

As shown in the figure, an automatic transmission control system having an A / TC / U and a shift solenoid and performing a shift control and a lock-up control is mounted as a peripheral system, as shown in FIG. , The gear position signal and the shift-up signal are taken into the TCS / ABS-ECU.

Further, as a peripheral system, as shown, a constant speed traveling control system having an ASCD actuator and performing automatic vehicle speed control so as to maintain a set vehicle speed is mounted. When the ON signal of the traction switch signal TCS SW is input, the opening control of the first throttle valve 19 is stopped, and when the OFF signal of the TCS SW is input, the return speed of the first throttle valve 19 is reduced.

FIG. 3 is a hydraulic circuit diagram showing a brake fluid pressure control system commonly used for TCS brake control and ABS brake control independent of the left and right rear wheels.

The brake fluid pressure control system comprises a brake pedal 27, a hydraulic booster 28, a master cylinder 30 having a reservoir 29, wheel cylinders 31, 32,
33, 34, shared hydraulic unit TCS / ABS-HU
, Pump unit PU, and first accumulator unit
AU1, second accumulator unit AU2, front wheel side damping unit FDPU, rear wheel side damping unit RD
With PU.

The TCS / ABS-HU has a first switching valve 35a.
, A second switching valve 35b, and a left front wheel pressure increasing valve 36a.
, A right front wheel pressure increasing valve 36b and a left rear wheel pressure increasing valve 36
c, right rear wheel pressure increasing valve 36d, left front wheel pressure reducing valve 3
7a, a right front wheel pressure reducing valve 37b, a left rear wheel pressure reducing valve 37c, a right rear wheel pressure reducing valve 37c, a front wheel side reservoir 38a, a rear wheel side reservoir 38b, and a front wheel side pump 39.
a, a rear wheel side pump 39b, and a front wheel side damper chamber 40a.
And a rear-wheel-side damper chamber 40b and a pump motor 41.

At the time of normal braking or ABS brake control, the two switching valves 35a and 35b are turned off as shown in the figure to introduce the hydraulic pressure from the master cylinder 30.
During the TCS brake control, both switching valves 35a and 35b are turned on to introduce the hydraulic pressure from the second accumulator unit AU2. For example, in the pressure increase mode in the TCS brake control, both control valves 36c, 36d, 37c, and 37d are connected as shown in the figure.
It is set to the OFF position.
In the pressure reduction mode, both control valves 36c, 36d, 37c, 37d are set to the ON position, and the brake fluid from the wheel cylinders 33, 34 is stored in the rear wheel side reservoir 38b. The rotation of the rear wheel side pump 39b returns to the rear wheel side damper chamber 40b.

The first accumulator unit AU1 is used as a hydraulic pressure source for the hydraulic booster 28, and the second accumulator unit AU2 is used as a hydraulic pressure source for TCS brake control. A predetermined accumulator pressure is maintained by the common pump unit PU that sucks in.

The front-wheel-side damping unit FDPU and the rear-wheel-side damping unit RDPU are provided with a shared hydraulic unit TCS / AB in order to improve pedal feeling.
The influence of the fluid pressure change in the S-HU on the master cylinder 30 is suppressed.

The operation will be described.

(A) Traction control operation FIG. 4 is a control block diagram showing an outline of traction control performed by the TCS / ABS-ECU. The traction control logic can be roughly divided into the following four types of control.

(1) Calculation of Actual Slip State Filter processing is performed on the signals of the wheel speed sensors 1, 2, 3, and 4, and based on the wheel speed values after the filter processing, the actual slip state (slip amount, slip amount difference value) is calculated. ) (Corresponding to acceleration slip detecting means).

(2) Calculation of Target Slip State The signal of the lateral acceleration sensor 5 is subjected to a filtering process, and a turning / straight traveling judgment based on the lateral acceleration and a target slip state suitable for the running state are calculated based on the vehicle speed.

(3) TCS brake control The actual brake state is compared with the target slip state to calculate the required brake increasing / decreasing speed (control duty ratio) and output it to the TCS / ABS-HU.

(4) TCS Throttle Control The necessary throttle opening and opening / closing speed are calculated by comparing the actual slip state with the target slip state and output to the TCM.

The characteristics of this control logic are as follows:
In order to secure the limit detectability (steering force, skill sound, etc.) based on the base chassis performance according to each road surface condition that leads to active safety and to obtain active safety, the allowable slip state according to the magnitude of the lateral acceleration, The division of throttle / brake control is decided.

Further, in order to secure stability during shifting and to improve controllability at each gear position, throttle / brake control according to the gear position is performed.

Further, in order to realize smooth acceleration feeling and controllability while suppressing slip hunting, and to realize responsive engine torque increase / decrease control, optimal throttle control according to the engine speed is performed.

(B) ABS brake control operation When the deceleration slip of each wheel exceeds the deceleration slip threshold during braking, a solenoid signal as a brake pressure increasing / decreasing signal is applied to each TCS / ABS-HU solenoid valve independently for each wheel. Is performed by outputting to

This control suppresses wheel lock when wheel braking is likely to occur due to excessive braking force, such as during low friction coefficient road braking or sudden braking.
The braking stability and the braking distance of the vehicle are reduced.

(C) Brake control operation request signal output processing FIG. 5 is a flowchart showing the flow of an ABS brake control operation request signal output processing operation performed in the TCS / ABS-ECU. Each step will be described below.

In step 50, the right front wheel speed sensor value VWF
R, left front wheel speed sensor value VWFL, right rear wheel speed sensor value VWRR
, The left rear wheel speed sensor value VWRL is read. In step 51, it is determined whether or not the deceleration slip amount calculated based on the read wheel speed signal is equal to or greater than a deceleration slip threshold. When YES is determined in at least one of the front and rear wheels in step 51, the process proceeds to step 52, and AS = 1 is output as an ABS brake control operation request signal. When NO is determined in the step 51, the process proceeds to a step 53, where AS = 0 is output as an ABS brake control non-operation signal.

FIG. 6 is a flowchart showing the flow of a TCS brake control operation request signal output processing operation performed in the TCS / ABS-ECU. Each step will be described below.

In step 60, the right front wheel speed sensor value VWF
R, left front wheel speed sensor value VWFL, right rear wheel speed sensor value VWRR
, The left rear wheel speed sensor value VWRL is read. In step 61, it is determined whether or not the acceleration slip amount calculated based on the read wheel speed signal is equal to or greater than an acceleration slip threshold. At step 61, at least one of the left and right rear wheels
If YES is determined in the wheel, proceed to step 62,
TS = 1 is output as the TCS brake control operation request signal. If NO is determined in the step 61, the process proceeds to a step 63, wherein TCS
S = 0 is output.

(D) Switching operation from ABS to TCS control FIG. 7A shows the operation of the TCS / ABS-ECU.
Each step will be described below with a flowchart showing the flow of the control switching processing operation to CS.

In step 70, it is determined whether the ABS brake control is being performed.

In step 71, it is determined whether or not the TCS brake control operation request signal TS = 1 is output.

In step 72, the first throttle opening TV
It is determined whether or not O1 is equal to or greater than the vehicle speed corresponding throttle opening calculation value θ (V).

The calculated throttle opening degree θ (V) corresponding to the vehicle speed
Is given by the following equation, for example. θ (V) = α · VFTF ² + β VFTF; front wheel speed average value In step 73, the ABS brake control non-operation signal AS
It is determined whether or not the output is = 0.

When steps 70, 71 and 72 are satisfied, the routine proceeds to step 74, where a command to start TCS throttle control is output.

When the above steps 70, 71, 72 and 73 are satisfied, the routine proceeds to step 75, where a command to start the TCS brake control is output.

Steps 71, 72 and 75 correspond to acceleration slip control prohibiting means.

Accordingly, when the control is switched from ABS to TCS under the condition that the throttle opening degree condition of step 72 is satisfied, as shown in the time chart of FIG.
As soon as the TCS brake control operation request signal TS = 1 is output at time t1 during the S brake control, the TCS throttle control is started. However, the TCS brake control is started after waiting until the time t2 when the ABS brake control inactivation signal AS = 0 is output. As described above, during the period from the time t1 to the time t2, the ABS brake control and the TCS throttle control operate simultaneously, and the time t1
At the time point 2, the ABS brake control is switched to the TCS brake control.

For example, when the TCS brake control operation request signal TS = 1 is output during the ABS brake control, the control is immediately switched to the TCS brake control. In addition to the wheel cylinder residual pressure, the accumulator from the accumulator is used in the TCS brake control. When the pressure increase is added, the brake control becomes excessive and a feeling of deceleration is generated. Further, when performing the TCS brake control, sufficient brake pressure reduction control is performed because the brake fluid remaining during the ABS brake control exists in the reservoirs 38a and 38b. And the driver feels deceleration due to brake dragging.

On the other hand, by causing the TCS throttle control to precede while maintaining the ABS brake control from the time t1 to the time t2, the brake pressure in the ABS brake control can be reduced, and excessive brake control can be performed. Is suppressed.

During the period from time t1 to time t2, A
Pump 39a by continuing BS brake control,
By the operation of 39b, the brake remaining liquid in the reservoirs 38a and 38b can be substantially eliminated.

When the TCS brake control operation request signal TS = 1 is output due to the occurrence of the acceleration slip, it is determined in step 72 that the first throttle opening TVO1 is equal to or greater than the throttle opening calculation value θ (V) corresponding to the vehicle speed. Imposing condition T
The reason for switching to the CS throttle control and the TCS brake control is that the first throttle opening TVO1, that is, when the switching to the TCS brake control is performed immediately when the accelerator opening is small, the abrupt return operation of the accelerator pedal 20 causes Not only does the engine brake work, but the pressure reduction of the brake pressure applied in the TCS brake control drags with a delay, causing an excessive pressure reduction feeling.
While the rear wheels tend to lock and reduce stability, the sudden release of the accelerator pedal 20 causes the TVO1
If <θ (V) is satisfied, TCS throttle control and TCS
Switching to brake control is prohibited and the accelerator pedal 20
The sudden return operation only applies the engine brake to prevent an excessive sense of pressure reduction and a decrease in vehicle stability.

Further, the reference value of the first throttle opening TVO1 is set to the vehicle speed corresponding throttle opening calculation value θ (V) as shown in FIG. 10 because the air resistance proportional to the square of the vehicle speed VFTF ( α · VFTF ² ) and the rolling resistance β are used to obtain the running resistance at that time, and the larger the running resistance is, the larger the value becomes as a reference value for the first throttle opening TVO1 to easily enter the TCS control prohibition. doing. (E) TCS-> ABS control switching operation FIG. 7B shows the operation of TCS / ABS-ECU from TCS to ACS.
Each step will be described below with a flowchart showing the flow of the operation of the control switching process to the BS.

In step 80, it is determined whether the TCS brake control is being performed.

In step 81, it is determined whether or not the ABS brake control operation request signal AS = 1 is being output.

At step 82, it is determined whether the right front wheel ABS brake control operation request signal ASFFR = 1 and the left front wheel ABS brake control operation request signal ASFFL = 1 are simultaneously output.

In step 83, the first throttle opening TV
It is determined whether O1 is smaller than the vehicle speed corresponding throttle opening calculation value θ (V).

In step 84, it is determined whether or not the TCS brake control non-operation signal TS = 0 is output.

The above steps 80, 81, 82 or steps 80, 81, 83 or steps 80, 81, 84
If either of the conditions is satisfied, the routine proceeds to step 85, where AB
An S throttle control start command is output. When the routine proceeds to step 85 after step 82 or 83, a command to start the ABS throttle control and a command to stop the TCS brake control are output.

Therefore, the control switching from TCS to ABS is performed as shown in the time chart of FIG.
If the ABS brake control operation request condition for the left and right front wheels is satisfied, the ABS brake control is started immediately when the ABS brake control operation request signal AS = 1 is output at time t3 during the TCS brake control. .

As described above, the reason why the operation request for the front wheel, which is the driven wheel, is set as the switching condition is that the driven wheel makes the ABS operation request more accurately and earlier than the drive wheel. In addition, the reason why the operation request on the left and right front wheels is set as the switching condition is that, for example, during low-μ road braking in which both the left and right front wheels are slippery, the left and right rear wheels are likely to issue an ABS operation request.
It is preferable to give priority to S, and when an ABS operation request is issued to only one of the left and right front wheels, it often occurs due to road surface disturbance, change in wheel load, crossing a protrusion, split μ road, or the like. , In this case, immediately TCS
If the vehicle is stopped, the vehicle stability is often impaired.

If an ABS operation request is issued during the TCS control, and if the throttle opening condition in step 83 or the output condition of the TCS brake control non-operation signal TS = 0 in step 84 is satisfied, the control is switched to the ABS control. .

The effect will be described.

(1) When the TCS brake control operation request signal TS = 1 is output due to the occurrence of the acceleration slip, the condition that the first throttle opening TVO1 is equal to or greater than the vehicle speed corresponding throttle opening calculation value θ (V) is satisfied. Since the TCS control is imposed , the occurrence of excessive deceleration feeling and the tendency of the rear wheels to lock as in the case of immediately entering the TCS control in the small throttle opening range are prevented, and the vehicle stability is improved. Can be secured.

(2) When switching control from ABS to TCS,
Since the TCS throttle control is performed immediately but the TCS brake control is performed after the end of the ABS brake control, it is possible to prevent the occurrence of a sense of deceleration due to excessive brake control and the occurrence of a sense of deceleration due to slight brake dragging.

(3) When control is switched from TCS to ABS,
ABS brake control is started immediately when an ABS brake control operation request is issued from the left and right front wheels, so that braking performance is improved during low-friction coefficient road braking or sudden braking without impairing vehicle stability. Can be achieved.

(4) The condition for switching from the ABS brake control to the TCS brake control is the end of the ABS brake control, the condition for switching from the TCS brake control to the ABS brake control is an ABS operation request for the left and right front wheels, and the ABS brake control is performed. Since the switching is performed so as to give a different priority, control hunting between the ABS brake control and the TCS brake control can be prevented while giving priority to securing the braking performance.

(Second Embodiment) The first embodiment shows an example in which the acceleration slip control prohibition of the present invention is applied to the switching control from the ABS brake control to the TCS throttle control and the TCS brake control. In the second embodiment, the acceleration slip control prohibition of the present invention is applied in an acceleration slip state in which the TCS control is entered without assuming the control. The configuration of the apparatus is the same as that of the first embodiment, and a description thereof will be omitted.

FIG. 11 is a flowchart showing the flow of the TCS control processing operation performed by the TCS / ABS-ECU of the second embodiment, and each step will be described below.

In step 90, it is determined whether or not the vehicle is in an acceleration slip state.

In step 91, the detected accelerator opening (first throttle opening TVO1) is a vehicle speed corresponding value f given in the same manner as the vehicle speed corresponding throttle opening calculated value θ (V).
It is compared whether the region is included in the high accelerator opening region I or the low accelerator opening region II bounded by (V).

If it is determined in step 91 that the accelerator opening is included in the low accelerator opening region II, the routine proceeds to step 92, where TCS throttle control and TCS brake control are prohibited.

If it is determined in step 91 that the accelerator opening is included in the high accelerator opening region I, the routine proceeds to step 93, where TCS throttle control and TCS brake control are executed.

Steps 90, 91 and 92 correspond to acceleration slip control prohibiting means.

Therefore, also in the second embodiment, the effect described in (1) of the first embodiment can be obtained.

Although the embodiment has been described with reference to the drawings, the specific configuration is not limited to the first embodiment.

For example, in the embodiment, an example in which the present invention is applied to a traction control system using a throttle and a brake is shown. However, the present invention can be applied to a system in which traction control is performed only by a brake control.

In the present embodiment, the throttle opening calculation value θ (V) and the vehicle speed f (V) corresponding to the vehicle speed are used as comparison reference values for the accelerator opening, and the air resistance is proportional to the square of the vehicle speed.
Considering the above, a preferred example given by a quadratic function of vehicle speed was shown.
Is the throttle opening calculation value θ (V) corresponding to the vehicle speed and the vehicle speed
The value f (V) may be approximately given as a linear function of the vehicle speed.
No.

[0082]

As described above, according to the present invention, there is provided a traction control device for a vehicle which suppresses an acceleration slip including brake control. Accelerator opening detection value
The higher the vehicle speed, the higher the speed
Because was means for inhibiting acceleration slip brake control is smaller than le opening value, when performing back sudden accelerator operation based on the occurrence of acceleration slip, involved in high and low speed
There is an advantage that it is possible to ensure the vehicle stability while preventing the occurrence of Razz excessive deceleration feeling.

[Brief description of the drawings]

FIG. 1 is a diagram corresponding to claims showing a traction control device for a vehicle according to the present invention.

FIG. 2 is an overall diagram of a braking / drive system control system for a rear wheel drive vehicle to which the vehicle traction control device of the first embodiment is applied.

FIG. 3 is a hydraulic circuit diagram showing a brake fluid pressure control system of the braking / drive system control system to which the vehicle traction control device of the first embodiment is applied.

FIG. 4 is a block diagram illustrating an outline of traction control in the first embodiment.

FIG. 5 is a flowchart showing a flow of an ABS brake control operation request signal output processing operation performed by the TCS & ABS electronic control unit of the first embodiment device.

FIG. 6 is a flowchart showing a flow of a TCS brake control operation request signal output processing operation performed by the TCS & ABS electronic control unit of the first embodiment device.

FIG. 7A is a view showing the TCS & AB of the apparatus according to the first embodiment;
ABS to TCS performed by S electronic control unit
Is a flowchart showing the flow of a control switching process operation to
FIG. 7B is a flowchart showing the flow of the control switching processing operation from TCS to ABS.

FIG. 8 is a time chart at the time of control switching from ABS to TCS.

FIG. 9 is a time chart at the time of control switching from TCS to ABS.

FIG. 10 is a throttle opening characteristic diagram corresponding to a vehicle speed.

FIG. 11 is a flowchart showing a flow of a TCS control processing operation performed by a TCS & ABS electronic control unit of the second embodiment apparatus.

[Explanation of symbols]

 a Acceleration slip brake control system b Acceleration slip detection means c Accelerator opening detection means d Acceleration slip control prohibition means

Claims (1)

(57) [Claims] 1. An acceleration slip brake control system for applying a braking force to a drive wheel in order to suppress an acceleration slip in accordance with a state of occurrence of an acceleration slip, an acceleration slip detection means for detecting an acceleration slip of the drive wheel, and a driver's accelerator An accelerator opening detecting means for detecting an accelerator opening which is opened and closed by an operation ;
The higher the accelerator opening detection value is , the larger the value is set.
A traction control device for a vehicle, comprising: acceleration slip control prohibition means for prohibiting acceleration slip brake control if the accelerator opening value is smaller than a vehicle speed corresponding accelerator opening value .