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WO1992008625A1 - Drive slip control system - Google Patents

Drive slip control system Download PDF

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Publication number
WO1992008625A1
WO1992008625A1 PCT/DE1991/000819 DE9100819W WO9208625A1 WO 1992008625 A1 WO1992008625 A1 WO 1992008625A1 DE 9100819 W DE9100819 W DE 9100819W WO 9208625 A1 WO9208625 A1 WO 9208625A1
Authority
WO
WIPO (PCT)
Prior art keywords
slip
control system
threshold
slip threshold
drive slip
Prior art date
Application number
PCT/DE1991/000819
Other languages
German (de)
French (fr)
Inventor
Jochen SCHÄFER
Original Assignee
Robert Bosch Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Publication of WO1992008625A1 publication Critical patent/WO1992008625A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K28/00—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions
    • B60K28/10—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle 
    • B60K28/16—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle  responsive to, or preventing, skidding of wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/175—Brake regulation specially adapted to prevent excessive wheel spin during vehicle acceleration, e.g. for traction control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/20—ASR control systems
    • B60T2270/211—Setting or adjusting start-control threshold

Definitions

  • a traction control system with the features of the preamble of claim 1 is known from DE-AI 374347.
  • FIGS. 1a and 1b At medium and high speeds, the wheel profiles shown in FIGS. 1a and 1b are possible.
  • the speed of a non-driven wheel v Re £ (reference speed), the slip threshold SS lying above it by a predetermined amount or percentage and the speed of a driven wheel v R are shown in diagrams.
  • Characteristic of the course of Fig. La is that the drive wheel rel. long rolls with very little need for slip; in this case the slip threshold can be reduced to improve stability.
  • quotient a / b or b / a is calculated, a and b are the distances of the wheel speed from the slip threshold SS or the reference speed.
  • Fig. 3 shows an enlarged section of Fig. 2, on which the sizes a and b can be read at different times.
  • the size of the quotient is a measure of the hatching requirement. This is low in Fig. La and larger in Fig. Lb. Integration of the a / b values over a certain time is also possible. A number of i samples are added up
  • the slip threshold is influenced depending on the ratio a n -b. If a / b ⁇ 1, the slip threshold remains unaffected; if a / b> 1, the slip threshold is reduced by z. B. 0.1 km / h / bit lowered
  • the slip threshold is raised again z. B. by 0.1 km / h / bit maximum z. B. only by 0.5 km / h or to the originally calculated slip threshold.
  • the minimum of the slip threshold is a certain percentage between the original slip threshold and the reference speed z. B. at 60%. This value can also depend on various factors (e.g. vehicle acceleration, coefficient of friction, speed ).
  • the new slip threshold can be adjusted to the original one.
  • the adjustment takes place in stages of z. B. 0.1 km / h 10 ms or after a filter time of z. B. 100 ms.
  • the advantage of the invention is that the slip threshold is adapted to the current slip requirement of the wheel, the z. B. is required by tire tolerance or road surface friction. Instabilities that occur slowly can thus be recognized earlier.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

Described is a drive slip control system which, when drive slip reaches a certain level, decreases the engine torque in stages and, when slip has returned below this threshold level, increases the torque in stages again. Each time the engine torque is increased in this way, the system checks whether the wheel speed is closer to the reference speed or to the slip threshold. If it is closer to the reference speed, the slip threshold is lowered by a given amount.

Description

Antriebsschlupfregelsystem Traction control system
Stand der Technik.State of the art.
Ein Antriebsschlupfregelsystem mit den Merkmalen des Oberbegriffs des Anspruch 1 ist aus der DE-AI 374347 bekannt.A traction control system with the features of the preamble of claim 1 is known from DE-AI 374347.
Vorteile und Erläuterung der ErfindungAdvantages and explanation of the invention
Bei mittleren und höheren Geschwindigkeiten sind die in Fig. la und lb gezeigten Radverläufe möglich. Dort sind die Geschwindigkeit eines nicht angetriebenen Rades vRe£ (Referenzgeschwindigkeit), die um einen vorgegebenen Betrag oder Pro¬ zentsatz darüber liegende Schlupfschwelle SS und die Geschwindigkeit eines ange¬ triebenen Rads vR in Diagrammen dargestellt.At medium and high speeds, the wheel profiles shown in FIGS. 1a and 1b are possible. The speed of a non-driven wheel v Re £ (reference speed), the slip threshold SS lying above it by a predetermined amount or percentage and the speed of a driven wheel v R are shown in diagrams.
Charakterisch für den Verlauf der Fig. la ist, daß das Antriebsrad rel. lange mit sehr geringem Schlupfbedarf rollt; in diesem Fall kann die Schlupfschwelle reduziert werden, um die Stabilität zu verbessern.Characteristic of the course of Fig. La is that the drive wheel rel. long rolls with very little need for slip; in this case the slip threshold can be reduced to improve stability.
Im Fall der Fig. lb ist der Schlupfbedarf auch bei stabilem Rad so groß, daß die bisherigen Schlupfschwellen beibehalten werden müssen, um nicht zu empfindlich auf Fahrbahnstörungen zu reagieren und damit Traktionseinbußen zu erhalten. Die bisherigen Schlupfschwellen sind für den worst case (Fig. lb) ausgelegt. Bei der vorgeschlagenen Lösung wird mit dem Start der Drosselklappenzugabe DKZ ab Unterschreiten der Schlupfschwelle SS die Schlupfschwelle den Radsignalen an¬ gepaßt. Der Start der Drosselklappenzugabe ist der Fig. 2 entnehmbar.In the case of FIG. 1b, the need for slip, even with a stable wheel, is so great that the previous slip thresholds have to be maintained in order not to react too sensitively to road disturbances and thus to lose traction. The previous slip thresholds are designed for the worst case (Fig. Lb). In the proposed solution, when the throttle valve addition DKZ is started, the slip threshold is adapted to the wheel signals when the slip threshold SS is undershot. The start of throttle valve addition is shown in FIG. 2.
An verschiedenen Stellen des Zugabeverlaufs z. B. bei jeder Zugabeerhöhung oder im vorgegebenen Zeitintervallen wird der Quotient a/b bzw. b/a berechnet, a und b sind die Abstände der Radgeschwindigkeit von der Schlupfschwelle SS bzw. der Referenzgeschwindigkeit. Fig. 3 zeigt einen vergrößerten Ausschnitt der Fig. 2, an der die Größen a und b zu verschiedenen Zeitpunkten ablesbar sind. Die Größe der Quotienten sind ein Maß des Schlupfbedarf. Dieser ist in Fig. la gering und in Fig. lb größer. Auch eine Integration der a/b Werte über eine bestimmte Zeit ist möglich. Dabei werden eine Anzahl von i Abtastwerten aufsummiertAt various points in the course of addition z. B. with each addition increase or in the predetermined time interval, the quotient a / b or b / a is calculated, a and b are the distances of the wheel speed from the slip threshold SS or the reference speed. Fig. 3 shows an enlarged section of Fig. 2, on which the sizes a and b can be read at different times. The size of the quotient is a measure of the hatching requirement. This is low in Fig. La and larger in Fig. Lb. Integration of the a / b values over a certain time is also possible. A number of i samples are added up
Figure imgf000004_0001
und das dabei errechnete Verhältnis zur Schlupfschwellenbeeinflussung verwendet (siehe Fig. 3a) .
Figure imgf000004_0001
and uses the ratio calculated for influencing the slip threshold (see FIG. 3a).
Abhängig vom Verhältnis an-b wird die Schlupfschwelle beeinflußt. Ist a/b ≤ 1 bleibt die Schlupfschwelle unbeeinflußt; ist a/b > 1 wird die Schlupfschwelle um z. B. 0,1 km/h/bit erniedrigtThe slip threshold is influenced depending on the ratio a n -b. If a / b ≤ 1, the slip threshold remains unaffected; if a / b> 1, the slip threshold is reduced by z. B. 0.1 km / h / bit lowered
(maximal jedoch z. B. nur um 0,5 km/h) bei b/a > 1 wird die Schlupfschwelle wieder angehoben z. B. um 0,1 km/h/bit maximal jedoch z. B. nur um 0,5 km/h bzw. auf die ursprünglich berechnete Schlupfschwelle.(maximum, however, e.g. only by 0.5 km / h) at b / a> 1 the slip threshold is raised again z. B. by 0.1 km / h / bit maximum z. B. only by 0.5 km / h or to the originally calculated slip threshold.
Das Minimum der Schlupfschwelle liegt bei einem bestimmten Prozentsatz zwischen ursprünglicher Schlupfschwelle und der Referenzgeschwindigkeit z. B. bei 60 %. Dieser Wert kann auch von verschiedenen Faktoren abhängen (z. B. der Fahrzeug¬ beschleunigung, dem Reibwert, der Geschwindigkeit...).The minimum of the slip threshold is a certain percentage between the original slip threshold and the reference speed z. B. at 60%. This value can also depend on various factors (e.g. vehicle acceleration, coefficient of friction, speed ...).
Bei Instabilität kann die neue Schlupfschwelle der ursprünglichen angeglichen werden. Der Angleich erfolgt in Stufen von z. B. 0,1 km/h 10 ms oder nach einer Filterzeit von z. B. 100 ms. Der Vorteil der Erfindung liegt darin, daß die Schlupfschwelle dem momentanen Schlupfbedarf des Rades angepaßt wird, der z. B. durch Reifentoleranz oder Fahrbahnreibwert erforderlich ist. Somit können Insta¬ bilitäten, die langsam auftreten, frühzeitiger erkannt werden. In the event of instability, the new slip threshold can be adjusted to the original one. The adjustment takes place in stages of z. B. 0.1 km / h 10 ms or after a filter time of z. B. 100 ms. The advantage of the invention is that the slip threshold is adapted to the current slip requirement of the wheel, the z. B. is required by tire tolerance or road surface friction. Instabilities that occur slowly can thus be recognized earlier.
PCT/DE1991/000819 1990-11-08 1991-10-22 Drive slip control system WO1992008625A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DEP4035531.4 1990-11-08
DE19904035531 DE4035531A1 (en) 1990-11-08 1990-11-08 DRIVE CONTROL SYSTEM

Publications (1)

Publication Number Publication Date
WO1992008625A1 true WO1992008625A1 (en) 1992-05-29

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE1991/000819 WO1992008625A1 (en) 1990-11-08 1991-10-22 Drive slip control system

Country Status (4)

Country Link
EP (1) EP0510130A1 (en)
JP (1) JPH05502924A (en)
DE (1) DE4035531A1 (en)
WO (1) WO1992008625A1 (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0508642A1 (en) * 1991-04-06 1992-10-14 Lucas Industries Public Limited Company Traction control system and method

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19632930C2 (en) * 1996-08-16 1999-10-28 Daimler Chrysler Ag Traction control method for a motor vehicle
DE19842871A1 (en) * 1998-03-17 1999-09-23 Itt Mfg Enterprises Inc Identifying externally caused load requirement in vehicle using method steps determining actual power required
EP1071595B1 (en) 1998-04-24 2002-09-25 Continental Teves AG & Co. oHG Method and device for setting the drive slip of a vehicle to a high friction factor when the vehicle is going uphill or carrying a heavy load
DE19849409A1 (en) * 1998-04-24 1999-10-28 Continental Teves Ag & Co Ohg Controlling drive slip in vehicle using PD, P or D controller

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3724575A1 (en) * 1986-07-24 1988-02-04 Mazda Motor DEVICE FOR SLIP CONTROL ON A MOTOR VEHICLE
DE3728574C1 (en) * 1987-08-27 1988-11-24 Daimler Benz Ag Device for regulating the drive torque of a motor vehicle
WO1989005743A1 (en) * 1987-12-22 1989-06-29 Robert Bosch Gmbh Drive-slip regulating system

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3545716A1 (en) * 1985-12-21 1987-06-25 Daimler Benz Ag Device for controlling the drive on motor vehicles
DE3546575A1 (en) * 1985-12-21 1987-10-01 Daimler Benz Ag Device for controlling the drive on motor vehicles
DE3644137A1 (en) * 1986-12-23 1988-07-14 Daimler Benz Ag DEVICE FOR CONTROLLING AT LEAST ONE SIZE INFLUENCING THE DRIVE TORQUE OF AN INTERNAL COMBUSTION ENGINE OF A MOTOR VEHICLE
JP2649696B2 (en) * 1988-05-26 1997-09-03 曙ブレーキ工業株式会社 Vehicle traction control method
DE3909589A1 (en) * 1989-03-23 1990-09-27 Bosch Gmbh Robert METHOD FOR DETERMINING THE SPEED OF A VEHICLE

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3724575A1 (en) * 1986-07-24 1988-02-04 Mazda Motor DEVICE FOR SLIP CONTROL ON A MOTOR VEHICLE
DE3728574C1 (en) * 1987-08-27 1988-11-24 Daimler Benz Ag Device for regulating the drive torque of a motor vehicle
WO1989005743A1 (en) * 1987-12-22 1989-06-29 Robert Bosch Gmbh Drive-slip regulating system

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0508642A1 (en) * 1991-04-06 1992-10-14 Lucas Industries Public Limited Company Traction control system and method

Also Published As

Publication number Publication date
DE4035531A1 (en) 1992-05-14
JPH05502924A (en) 1993-05-20
EP0510130A1 (en) 1992-10-28

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