JPH0572510U - Suspension control device for vehicle - Google Patents
Suspension control device for vehicleInfo
- Publication number
- JPH0572510U JPH0572510U JP012738U JP1273892U JPH0572510U JP H0572510 U JPH0572510 U JP H0572510U JP 012738 U JP012738 U JP 012738U JP 1273892 U JP1273892 U JP 1273892U JP H0572510 U JPH0572510 U JP H0572510U
- Authority
- JP
- Japan
- Prior art keywords
- vehicle
- driving wheel
- vehicle height
- wheels
- slip
- Prior art date
- Legal status (The legal status 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 status listed.)
- Pending
Links
- 239000000725 suspension Substances 0.000 title claims abstract description 12
- 238000001514 detection method Methods 0.000 claims abstract description 6
- 230000002265 prevention Effects 0.000 abstract description 4
- 230000005484 gravity Effects 0.000 description 4
- 238000010586 diagram Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 230000007423 decrease Effects 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 238000007599 discharging Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2500/00—Indexing codes relating to the regulated action or device
- B60G2500/30—Height or ground clearance
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
- B60G2800/21—Traction, slip, skid or slide control
- B60G2800/214—Traction, slip, skid or slide control by varying the load distribution
Landscapes
- Vehicle Body Suspensions (AREA)
Abstract
(57)【要約】
【目的】車高調整機能付サスペンション装置を利用した
発進時のスリップ防止機能の信頼性を向上させることを
目的とする。
【構成】駆動輪回転センサと非駆動輪回転センサからの
検出値ＶT とＶを読み込み（Ｓ１）、駆動輪回転速度Ｖ
T と非駆動輪回転速度Ｖとから、Ｓ＝（ＶT−Ｖ）／Ｖ
T の式により、スリップ率Ｓを演算する（Ｓ２）。この
スリップ率Ｓを所定値（0.2 ）と比較し（Ｓ３）、Ｓ＞
0.2 の時は駆動輪がスリップと判定して、後輪（駆動
輪）側のエアスプリング内のエアを排出して車高を低下
させ、且つ前輪（非駆動輪）側のエアスプリングにエア
供給して車高を上昇させる（Ｓ４）。
(57) [Summary] [Purpose] The purpose is to improve the reliability of the slip prevention function at the time of starting using a suspension device with a vehicle height adjustment function. [Structure] The detection values V T and V from the driving wheel rotation sensor and the non-driving wheel rotation sensor are read (S1), and the driving wheel rotation speed V is read.
From T and non-driven wheel speed V, S = (V T -V ) / V
The slip ratio S is calculated from the equation of T (S2). This slip ratio S is compared with a predetermined value (0.2) (S3), S>
When the value is 0.2, it is determined that the drive wheels are slipping, the air inside the air springs on the rear wheels (drive wheels) side is discharged to reduce the vehicle height, and air is supplied to the air springs on the front wheels (non-drive wheels) side Then, the vehicle height is increased (S4).
Description
【０００１】[0001]
本考案は、車両用サスペンション制御装置に関し、特に、発進時のスリップを 防止するための車両用サスペンション制御装置に関する。 The present invention relates to a vehicle suspension control device, and more particularly to a vehicle suspension control device for preventing slippage at the time of starting.
【０００２】[0002]
例えば、雪道等のような路面の摩擦係数μが低い路面では、車両発進時におい てスリップが発生し易い。このため、近年では、駆動輪と非駆動輪の回転速度差 から駆動輪のスリップ状態を検出し、スリップと判断したときには、エンジンの 出力を低下させたり、駆動輪にブレーキをかける等して発進時のスリップを防止 するシステム、所謂トラクションコントロールシステムが車両に装備されつつあ る。 For example, on a road surface having a low friction coefficient μ such as a snow road, slip is likely to occur when the vehicle starts. For this reason, in recent years, the slip state of the drive wheels is detected from the difference in rotational speed between the drive wheels and the non-drive wheels, and when it is determined that there is a slip, the engine output is reduced or the drive wheels are braked to start the vehicle. Vehicles are now being equipped with so-called traction control systems that prevent slippage during times.
【０００３】[0003]
しかし、上記のトラクションコントロールシステムの場合、エンジン出力やブ レーキ力の制御が必要となるため、システムの構成が複雑になると共に、前記エ ンジンやブレーキ装置は車両の走行及び安全上、最も重要な部分であることから フェールセーフ性を確保するための機能も必要となり、より一層構成が複雑化す るという問題があった。また、コストも高くなる。 However, in the case of the above traction control system, it is necessary to control the engine output and the braking force, which complicates the system configuration, and the engine and the brake device are the most important for the running and safety of the vehicle. Since it is a part, a function for ensuring fail-safety is also required, and there is a problem that the configuration becomes more complicated. Also, the cost is high.
【０００４】 ところで、大型トラック等では、空車時と積車時とでは車高が異なることから 車高を自由に調整できる車高調整装置が設けられており、前輪側（ＦＲ車では非 駆動輪）と後輪側（ＦＲ車では駆動輪）とを別個に車高調整できるものがある。 そして、本出願人は、かかる既存の車高調整装置を利用して発進時のスリップ を防止するようにしたものを先に提案している（実開平２−４１８０５号公報参 照）。By the way, in a heavy-duty truck or the like, a vehicle height adjusting device that can freely adjust the vehicle height is provided because the vehicle height is different when the vehicle is empty and when the vehicle is loaded. ) And rear wheels (driving wheels in FR vehicles) can be adjusted separately. Then, the applicant of the present invention has previously proposed a device that prevents slipping at the time of starting by using the existing vehicle height adjusting device (see Japanese Utility Model Laid-Open No. 2-41805).
【０００５】 このものは、後二軸車において、後前軸である駆動軸側と後々軸である死軸側 との回転速度差を算出し、この差に基づいて駆動軸のスリップ判定を行いスリッ プ時には、死軸側のエアスプリングのエアを抜くことにより、駆動軸側の軸重を 増大させてスリップ防止するようにしたものである。しかし、この従来装置では 、スリップ時の車高調整が後輪側の死軸のみであるため軸重の移動が僅かであり 、スリップの防止効果が十分とは言えなかった。This is a rear two-axle vehicle that calculates the rotational speed difference between the drive shaft side that is the rear front shaft and the dead shaft side that is the rear-to-rear shaft, and determines the slip of the drive shaft based on this difference. When slipping, the air from the air spring on the dead shaft side is released to increase the axial load on the drive shaft side and prevent slippage. However, in this conventional device, since the vehicle height adjustment during slipping is performed only on the dead axle on the rear wheel side, the movement of the axle load is slight, and the effect of preventing slippage cannot be said to be sufficient.
【０００６】 本考案は上記の事情に鑑みなされたもので、既存の車高調整機能を有するサス ペンション制御装置を利用して、簡易な制御システムで発進時のスリップを防止 することを目的とする。The present invention has been made in view of the above circumstances, and it is an object of the present invention to prevent slippage at the time of starting with a simple control system by using an existing suspension control device having a vehicle height adjusting function. ..
【０００７】[0007]
このため本考案は、図１に示すように、駆動輪側と非駆動輪側の車高をそれぞ れ別個に調整可能な車高調整手段を備えた車両用サスペンション装置において、 駆動輪回転速度検出手段と、非駆動輪回転速度検出手段と、前記両回転速度検出 手段からの検出値に基づいて駆動輪のスリップ率を演算するスリップ率演算手段 と、前記スリップ率演算手段の演算値が予め設定した所定値より大きいときに駆 動輪のスリップと判定するスリップ判定手段と、該スリップ判定手段が駆動輪の スリップと判定した時に駆動輪側の車高を低下させ非駆動輪側の車高を上昇させ るよう前記車高調整手段を駆動制御する制御手段とを備えて構成した。 Therefore, as shown in FIG. 1, the present invention provides a vehicle suspension device equipped with vehicle height adjusting means capable of individually adjusting the vehicle heights of the driving wheel side and the non-driving wheel side. The detection means, the non-driving wheel rotation speed detection means, the slip ratio calculation means for calculating the slip ratio of the driving wheels based on the detection values from the both rotation speed detection means, and the calculation value of the slip ratio calculation means are set in advance. Slip determination means that determines that the drive wheels are slipping when the value is greater than the set predetermined value, and when the slip determination means determines that the drive wheels are slipping, the vehicle height on the drive wheel side is reduced to reduce the vehicle height on the non-drive wheel side. And a control means for driving and controlling the vehicle height adjusting means so as to raise the vehicle height.
【０００８】[0008]
かかる構成において、駆動輪回転速度検出手段と非駆動輪回転速度検出手段に よってそれぞれ駆動輪と非駆動輪の各回転速度を検出する。スリップ率演算手段 は、検出された両回転速度値に基づいて駆動輪のスリップ率を演算する。この演 算値に基づいてスリップ判定手段が駆動輪のスリップと判定すると、制御手段に よって車高調整装置を駆動して、駆動輪側の車高を低下させ、且つ非駆動輪側の 車高を上昇させる。 In such a configuration, the driving wheel rotational speed detecting means and the non-driving wheel rotational speed detecting means detect the rotational speeds of the driving wheel and the non-driving wheel, respectively. The slip ratio calculating means calculates the slip ratio of the drive wheels based on the detected both rotation speed values. If the slip determining means determines that the drive wheels are slipping based on this calculated value, the control means drives the vehicle height adjusting device to reduce the vehicle height on the driving wheel side and to increase the vehicle height on the non-driving wheel side. Raise.
【０００９】 これにより、車体が駆動輪側に向かって降下するように斜めに傾斜し、車両の 重心位置が駆動輪側に移動して駆動輪側にかかる荷重が増大し、タイヤと路面と の摩擦力が増大してスリップを防止して円滑な発進が行えるようになる。As a result, the vehicle body inclines obliquely so as to descend toward the drive wheels, the center of gravity of the vehicle moves to the drive wheels, and the load applied to the drive wheels increases, so that the tires and the road surface are separated from each other. The frictional force increases to prevent slipping and allow a smooth start.
【００１０】[0010]
以下、本考案をＦＲ（後輪駆動）車でエアサスペンション装置搭載車に適用し た場合の実施例を図面に基づいて説明する。 本考案の一実施例のシステム構成を示す図２において、非駆動輪である前輪10 ，11側と駆動輪である後輪12，13側は、それぞれエアスプリング14〜17を介して 車体に取り付けられている。各エアスプリング14〜17は、エアドライヤ18を介し てエアリザーバタンク19に接続されている。エアドライヤ18とエアスプリング14 〜17間のエア配管は、まず、前輪10，11側と後輪12，13側に分岐され、更に、前 輪側と後輪側においてそれぞれの車輪毎に分岐され、この車輪毎に分岐されたエ ア配管に、それぞれ、各エアスプリング14〜17へのエア供給位置と、各エアスプ リング14〜17とエアドライヤ18との遮断位置と、各エアスプリング14〜17内のエ アを大気に排出する位置の３つの切り換え位置を有する３ポート３位置の電磁弁 20〜23が介装されている。また、各車輪10〜13の近傍には、それぞれ車高センサ 26〜29が設けられている。 An embodiment in which the present invention is applied to an FR (rear wheel drive) vehicle equipped with an air suspension device will be described with reference to the drawings. In FIG. 2 showing the system configuration of an embodiment of the present invention, the front wheels 10 and 11 side which are non-driving wheels and the rear wheels 12 and 13 side which are driving wheels are attached to the vehicle body through air springs 14 to 17, respectively. Has been. Each of the air springs 14 to 17 is connected to an air reservoir tank 19 via an air dryer 18. The air piping between the air dryer 18 and the air springs 14 to 17 is first branched into the front wheels 10 and 11 and the rear wheels 12 and 13, and further divided into front wheels and rear wheels for each wheel. In the air pipes branched for each wheel, the air supply position to each air spring 14-17, the cutoff position between each air spring 14-17 and the air dryer 18, and the inside of each air spring 14-17 Three-port three-position solenoid valves 20-23 having three switching positions for discharging air to the atmosphere are interposed. Further, vehicle height sensors 26 to 29 are provided near the wheels 10 to 13, respectively.
【００１１】 制御ユニット24は、例えばマイクロコンピュータで構成され、各車高センサ26 〜29からの信号に基づいて各対応する電磁弁20〜23を駆動制御し、各エアスプリ ング14〜17のエア圧の吸排を制御して所定の車高に自動制御する。また、制御ユ ニット24は、駆動輪である後輪12，13側の回転速度を検出する駆動輪回転速度検 出手段としての駆動輪回転センサ30と、非駆動輪である前輪10，11側の回転速度 を検出する非駆動輪回転速度検出手段としての非駆動輪回転センサ31からの信号 を入力し、図３に示すフローチャートに従って、駆動輪のスリップ率を演算し、 演算したスリップ率に基づいて駆動輪のスリップ判定を行い、スリップ時に、駆 動輪である後輪12，13側の各エアスプリング16，17のエアを排出すると共に非駆 動輪である前輪10，11側の各エアスプリング14，15にエアを供給するべく電磁弁 20〜24を駆動制御する。The control unit 24 is composed of, for example, a microcomputer, drives and controls the corresponding solenoid valves 20 to 23 based on signals from the vehicle height sensors 26 to 29, and controls the air pressures of the air springs 14 to 17. The intake / exhaust of the vehicle is controlled to automatically control to a predetermined vehicle height. Further, the control unit 24 includes a drive wheel rotation sensor 30 as a drive wheel rotation speed detecting means for detecting the rotation speed of the rear wheels 12 and 13 which are drive wheels, and front wheels 10 and 11 which are non-drive wheels. The signal from the non-driving wheel rotation sensor 31 as the non-driving wheel rotation speed detecting means for detecting the rotation speed of the driving wheel is input, the slip ratio of the driving wheel is calculated according to the flowchart shown in FIG. 3, and the slip ratio is calculated based on the calculated slip ratio. The slip of the driving wheels is judged by the air slip, and when slipping, the air from the air springs 16 and 17 of the rear wheels 12 and 13 which are the driving wheels is discharged, and the air springs 14 of the front wheels 10 and 11 which are the non-driving wheels are discharged. The solenoid valves 20 to 24 are driven and controlled to supply air to 15 and 15.
【００１２】 従って、前記制御ユニット24は、スリップ率演算手段、スリップ判定手段及び 制御手段の機能を備えている。また、前記エアスプリング14〜17、エアドライヤ 18、エアリザーバタンク19及び電磁弁20〜23、制御ユニット24及び車高センサ26 〜29等で車高調整手段が構成されている。 次に図３のフローチャートに基づいて本実施例のサスペンション制御装置によ るスリップ防止のための制御動作を説明する。Therefore, the control unit 24 has the functions of a slip ratio calculation means, a slip determination means, and a control means. The air springs 14 to 17, the air dryer 18, the air reservoir tank 19, the solenoid valves 20 to 23, the control unit 24, the vehicle height sensors 26 to 29, etc. constitute a vehicle height adjusting means. Next, the control operation for slip prevention by the suspension control device of the present embodiment will be described based on the flowchart of FIG.
【００１３】 発進操作が行われると、まず、ステップ１（図中Ｓ１と記す。以下同様）で、 駆動輪回転センサ30と非駆動輪回転センサ31からそれぞれ駆動輪回転速度ＶT と 非駆動輪回転速度Ｖとを読み込む。 ステップ２では、読み込んだ駆動輪回転速度ＶT と非駆動輪回転速度Ｖとから 下記の演算式に基づいて駆動輪（後輪10，11）のスリップ率Ｓを演算する。When the start operation is performed, first, in step 1 (denoted as S1 in the figure; the same applies hereinafter), the drive wheel rotation sensor 30 and the non-drive wheel rotation sensor 31 respectively drive the drive wheel rotation speed V T and the non-drive wheel. The rotation speed V and are read. In step 2, the slip ratio S of the driving wheels (rear wheels 10, 11) is calculated from the read driving wheel rotation speed V T and non-driving wheel rotation speed V based on the following calculation formula.
【００１４】 Ｓ＝（ＶT −Ｖ）／ＶT ステップ３では、ステップ２で演算したスリップ率Ｓが、予め設定された値（ 例えば0.2 ）より大か否かを判定する。ここで、Ｓ＞0.2 の時には、スリップと 判定しステップ４に進み、Ｓ≦0.2 の時にはステップ５に進む。 スリップと判定されてステップ４に進んだ時には、電磁弁20，21を図２中、上 端のエア供給位置に駆動制御して非駆動輪である前輪10，11側のエアスプリング 14，15内へエアを供給して前輪10，11側の車高を上昇させると共に、電磁弁22， 23を図２中、下端の大気開放位置に駆動制御して駆動輪である後輪12，13側のエ アスプリング14，15内のエアを大気に排出して後輪12，13側の車高を低下させる 。また、スリップでないと判定されステップ５に進んだ時には、標準車高となる ように各車高センサ26〜29からの信号に基づいて各電磁弁20〜23の位置を駆動制 御する。上記ステップ１〜５は周期的に繰り返される。[0014] In S = (V T -V) / V T Step 3, the slip ratio S calculated in step 2, whether large or than a preset value (e.g. 0.2) is determined. Here, when S> 0.2, it is judged as slip and the routine proceeds to step 4, and when S ≦ 0.2, the routine proceeds to step 5. When it is judged as slip and the routine proceeds to step 4, the solenoid valves 20 and 21 are drive-controlled to the upper end air supply position in FIG. 2 and inside the air springs 14 and 15 of the front wheels 10 and 11 which are non-driving wheels. Air is supplied to increase the vehicle height of the front wheels 10 and 11, and at the same time, the solenoid valves 22 and 23 are drive-controlled to the atmosphere open position at the lower end in FIG. The air inside the air springs 14 and 15 is discharged to the atmosphere, and the vehicle height on the rear wheels 12 and 13 side is reduced. When it is determined that the vehicle is not slipping and the routine proceeds to step 5, the positions of the solenoid valves 20-23 are controlled based on the signals from the vehicle height sensors 26-29 so that the vehicle height becomes the standard vehicle height. The above steps 1 to 5 are periodically repeated.
【００１５】 このように、駆動輪である後輪12，13がスリップした時に、後輪側の車高を低 下させ非駆動輪である前輪10，11側の車高を上昇させることにより、車両の重心 の車両後側への移動量を大きくでき後輪10，11にかかる荷重が増大し、その結果 、駆動輪と路面との摩擦力が増加してスリップ率が低下する。従って、車輪と路 面との摩擦係数μが低い雪道等での発進時におけるスリップを防止でき、円滑な 発進が行えるようになる。As described above, when the rear wheels 12 and 13 which are the driving wheels slip, the vehicle height on the rear wheel side is lowered and the vehicle height on the front wheels 10 and 11 side which are the non-driving wheels is increased. The amount of movement of the center of gravity of the vehicle to the rear side of the vehicle can be increased, and the load applied to the rear wheels 10 and 11 increases. As a result, the frictional force between the drive wheel and the road surface increases and the slip ratio decreases. Therefore, it is possible to prevent a slip at the time of starting on a snowy road or the like where the friction coefficient μ between the wheel and the road surface is low, and it is possible to smoothly start.
【００１６】 しかも、スリップ防止のためのエンジン出力制御やブレーキ制御等のシステム に比べて、既存の設備が利用でき、且つ車高の昇降制御のみの簡単な制御となり 、構成が簡単でありコストが格段に安くできる利点がある。 尚、本実施例では、ＦＲ車に適用した例を示したが、勿論ＦＦ（前輪駆動）車 にも適用でき、この場合、前輪側の車高を低下させ後輪側の車高を上昇させるよ うに制御する。また、エアサスペンション装置に限らず、駆動輪側と非駆動輪側 の車高調整が別個に独立して調整可能な構成のサスペンション装置であればよく 油圧サスペンション装置等にも適用できることは言うまでもない。Moreover, compared with a system such as an engine output control or a brake control for slip prevention, existing equipment can be used and the control is simple with only the elevation control of the vehicle height, and the configuration is simple and the cost is low. It has the advantage of being significantly cheaper. In addition, although the example applied to the FR vehicle is shown in this embodiment, it can be applied to an FF (front wheel drive) vehicle as well, and in this case, the vehicle height on the front wheel side is decreased and the vehicle height on the rear wheel side is increased. To control. Further, it is needless to say that the present invention is not limited to the air suspension device and may be applied to a hydraulic suspension device or the like as long as the vehicle height adjustment on the drive wheel side and the non-drive wheel side can be adjusted independently and independently.
【００１７】[0017]
以上説明したように本考案によれば、駆動輪側がスリップした時にこれを検出 して自動的に駆動輪側の車高を低下させると共に非駆動輪側の車高を上昇させ、 車両重心位置を駆動輪側に移動させて駆動輪の路面との摩擦力を増大させる構成 としたので、車両重心位置の移動を大きくでき発進時のスリップ防止の確実性を 向上できる。また、既存の設備を利用するので、エンジン出力やブレーキ力等の 制御によりスリップを防止する通常のトラクションコントロールシステムに比べ て、簡単な構成で低コストにできる利点がある。 As described above, according to the present invention, when the drive wheel side slips, it is detected to automatically lower the vehicle height on the drive wheel side and raise the vehicle height on the non-drive wheel side to determine the vehicle center of gravity position. Since the structure is such that the frictional force of the drive wheels with respect to the road surface is increased by moving to the drive wheels side, the movement of the center of gravity of the vehicle can be increased and the reliability of slip prevention at the start can be improved. Also, since existing equipment is used, there is an advantage that the configuration is simple and the cost is low compared to a normal traction control system in which slip is prevented by controlling engine output and braking force.
【図面の簡単な説明】[Brief description of drawings]
【図１】本考案の構成を説明するためのブロック図FIG. 1 is a block diagram for explaining the configuration of the present invention.
【図２】本考案の一実施例のシステム構成図FIG. 2 is a system configuration diagram of an embodiment of the present invention.
【図３】同上実施例の動作を説明する制御フローチャー
トFIG. 3 is a control flowchart for explaining the operation of the above embodiment.
10，11 前輪（非駆動輪） 12，13 後輪（駆動輪） 14〜17 エアスプリング 19 エアリザーバタンク 20〜23 電磁弁 24 制御ユニット 26〜29 車高センサ 30 駆動輪回転センサ 31 非駆動輪回転センサ 10, 11 Front wheel (non-driving wheel) 12, 13 Rear wheel (driving wheel) 14-17 Air spring 19 Air reservoir tank 20-23 Solenoid valve 24 Control unit 26-29 Vehicle height sensor 30 Driving wheel rotation sensor 31 Non-driving wheel Rotation sensor
Claims (1)
個に調整可能な車高調整手段を備えた車両用サスペンシ
ョン装置において、駆動輪回転速度検出手段と、非駆動
輪回転速度検出手段と、前記両回転速度検出手段からの
検出値に基づいて駆動輪のスリップ率を演算するスリッ
プ率演算手段と、前記スリップ率演算手段の演算値が予
め設定した所定値より大きいときに駆動輪のスリップと
判定するスリップ判定手段と、該スリップ判定手段が駆
動輪のスリップと判定した時に駆動輪側の車高を低下さ
せ非駆動輪側の車高を上昇させるよう前記車高調整手段
を駆動制御する制御手段とを備えたことを特徴とする車
両用サスペンション制御装置。1. A vehicle suspension device comprising vehicle height adjusting means capable of separately adjusting vehicle heights of a driving wheel side and a non-driving wheel side, respectively, in a driving wheel rotation speed detecting means and a non-driving wheel rotation speed detecting means. Means, a slip ratio calculating means for calculating the slip ratio of the drive wheel based on the detection values from the both rotation speed detecting means, and the drive wheel when the calculated value of the slip ratio calculating means is larger than a predetermined value. And a slip determining means for determining that the vehicle is on the driving wheel side and a vehicle height adjusting means for increasing the vehicle height on the non-driving wheel side when the slip determining means determines that the vehicle is slipping. A suspension control device for a vehicle, comprising: a control unit for controlling.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP012738U JPH0572510U (en) | 1992-03-13 | 1992-03-13 | Suspension control device for vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP012738U JPH0572510U (en) | 1992-03-13 | 1992-03-13 | Suspension control device for vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH0572510U true JPH0572510U (en) | 1993-10-05 |
Family
ID=11813776
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP012738U Pending JPH0572510U (en) | 1992-03-13 | 1992-03-13 | Suspension control device for vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0572510U (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114312197A (en) * | 2022-01-05 | 2022-04-12 | 一汽解放汽车有限公司 | Vehicle driving antiskid control system, device and control method |
| JP2022104740A (en) * | 2020-12-29 | 2022-07-11 | 株式会社クボタ | Work vehicle |
| CN116394696A (en) * | 2023-05-22 | 2023-07-07 | 浙江吉利控股集团有限公司 | Vehicle anti-skid control method, device, system, equipment and storage medium |
| WO2025108653A1 (en) * | 2023-11-23 | 2025-05-30 | Zf Cv Systems Global Gmbh | Vehicle and method for controlling a vehicle |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH01297316A (en) * | 1988-05-26 | 1989-11-30 | Mazda Motor Corp | Suspension controlling device for vehicle |
-
1992
- 1992-03-13 JP JP012738U patent/JPH0572510U/en active Pending
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH01297316A (en) * | 1988-05-26 | 1989-11-30 | Mazda Motor Corp | Suspension controlling device for vehicle |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2022104740A (en) * | 2020-12-29 | 2022-07-11 | 株式会社クボタ | Work vehicle |
| CN114312197A (en) * | 2022-01-05 | 2022-04-12 | 一汽解放汽车有限公司 | Vehicle driving antiskid control system, device and control method |
| CN114312197B (en) * | 2022-01-05 | 2023-12-08 | 一汽解放汽车有限公司 | Vehicle drive anti-skid control system, device and control method |
| CN116394696A (en) * | 2023-05-22 | 2023-07-07 | 浙江吉利控股集团有限公司 | Vehicle anti-skid control method, device, system, equipment and storage medium |
| WO2025108653A1 (en) * | 2023-11-23 | 2025-05-30 | Zf Cv Systems Global Gmbh | Vehicle and method for controlling a vehicle |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US6015155A (en) | Motor vehicle suspension system | |
| KR100537847B1 (en) | Method and device for stabilising motor vehicle tilt | |
| KR100258046B1 (en) | Intake throttle control device of vehicle engine | |
| US6308793B1 (en) | Proportional load transfer valve for suspension control with 6×2 automatic traction control | |
| GB2372300A (en) | Avoiding vehicle overturning by reducing brake pressure as a function of inclination angle | |
| GB2390651A (en) | Traction control with individual lowering of the slip threshold of the driving wheel on the outside of a bend | |
| JP4728550B2 (en) | Vehicle traction control (ASR) method and apparatus | |
| SE512829C2 (en) | Device for preventing incipient tipping forward motion of a vehicle | |
| JP2933660B2 (en) | Methods and systems for unlocking and skidding braking / traction of wheels | |
| JPWO2003091056A1 (en) | Driving force transmission device | |
| JP2001114086A (en) | Brake intervention control method and control device | |
| JP4534104B2 (en) | Driving slip control method | |
| JP3578114B2 (en) | Acceleration slip detection system for four-wheel drive vehicles | |
| JP2859654B2 (en) | Anti-skid control device | |
| JP3607990B2 (en) | Vehicle traction control device | |
| JPS6226108A (en) | Antislip device for driving wheel in rear two-axle car | |
| EP1385735B1 (en) | Arrangement and method to unload auxiliary wheel of a motor vehicle, and a motor vehicle | |
| JPH0534292Y2 (en) | ||
| KR100382679B1 (en) | Device for prevention from revolution of vehicle in sudden stop | |
| JPH0542943Y2 (en) | ||
| JP2583998Y2 (en) | Axle load adjustment device for air suspension vehicles | |
| JP2002508275A (en) | How to improve the tilt stability of a car | |
| JPH0443151A (en) | Antilock type brake system for automobile | |
| JP2023017356A (en) | Traction control device of vehicle | |
| JP2000233737A (en) | Anti-skid control device |