JPS63270950A - Driving slip preventive method and device - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of industrial application and prior art] The invention relates to a method for preventing drive slip of the type defined in claim 1, as well as to a method for preventing drive slip of the type defined in claim 1. It relates to an apparatus for carrying out the method as described. A drive slip control method, for example for motor vehicles, which interferes with the brake system in accordance with a slip signal and reduces the drive torque of the drive parts of the vehicle is known from DE 34 35 869 A1. However, this control method has the disadvantage that a large mechanical load is applied to the drive system and the brake system due to the application of the brakes to the drive wheels.

[Failure to solve the problem]

The inventive method for preventing drive slip with the features of claim 1, as well as the device with the features of claim 10, have the following advantages in this regard. That is, the forces acting on the wheels are regulated without any load on the braking and drive systems. This is achieved by a stepwise control, whereby the torque is adjusted very finely to the current road surface conditions and drive slip is prevented or at least reduced.

In a preferred embodiment. The slip signal is derived from the wheel sensor signal. In this case, there is an advantage that wheel slip can be directly detected.

In another preferred embodiment, when the wheels are spinning. The slip signal causes the automatic transmission to change to the immediately adjacent higher gear, thereby reducing the torque acting on the drive wheels.

Particularly preferred are embodiments characterized in that the ignition phase angle is delayed in order to reduce the torque until a change is made to a relatively high speed ear.

That's a trap. It is possible to reduce the torque acting on the drive wheels until the automatic transmission responds to the slip signal.

Advantageous refinements and refinements are clearly indicated in the sub-pAM claims.

[Examples] The present invention will be explained in more detail below based on drawings showing examples.

FIG. 1 shows a block circuit diagram of a first embodiment of the device according to the invention, on the basis of which the device and the method will be explained.

Several signal lines 2 enter an electronic circuit 4, which circuit:
It is connected via an output line 6 to a shift control device 8 of an electronically controlled automatic transmission. Here, regarding the automatic transmission, except for the speed change control device 8, only the electronic unit 10 is shown. Valve the adjustment signal line 12,
The electronic unit 10 is connected to the transmission control device 8 .

The transmission control device is connected to an engine control device 16 via another line 14.

Finally, an input line 18 enters the speed change control device 8.

The electronic circuit 4 is supplied with information via the signal line 2, which is obtained, for example, by means of wheel sensors (not shown), drive shaft sensors, speed sensors in the driveline, and also data relating to the ground speed. The ground speed is determined directly via suitable sensors or the rotational speed signals of the non-driven axles or wheels. The electronic circuit 4 is configured to generate a slip signal from these values, that is, a signal representing how much the drive wheels are idling. This slip signal is used as the actual control variable corresponding to the selected gear, which can be engaged by the automatic transmission. The slip signal is transmitted via an output line 6 to a shift control device 8 of the automatic transmission.

The transmission control device receives, via input line 18, all input signals typical of an electronically controlled automatic transmission. Therefore, for example, engine speed, accelerator position, engine torque, vehicle speed, and, if necessary, the temperature of the engine and transmission are also input via the power line.

For example, if the drive wheels of the vehicle spin when the vehicle starts, the rotational speed of the wheels does not correspond to, for example, the instantaneous speed of the vehicle. The electronic circuit 4 detects this. The electronic circuit is supplied with information about the rotational speed of the driven and idling wheels and the instantaneous speed of the vehicle through signal lines,
The electronic circuit then generates as an output signal a slip signal corresponding to the slip at that moment.

The transmission control device 8 determines, in addition to the output signal of the electronic circuit 4, i.e. the slip signal, all the usual input signals for an electronically controlled automatic transmission and controls the automatic transmission via a regulating signal. The electronic unit 10 is operated as a controller. As a result, the appropriate amount at that moment is applied based on the adjustment signal.

Based on the variation characteristics stored in the transmission control device 8 and the input signal arriving via the line 18, the appropriate gear at a given moment is calculated. In this case, said calculation includes such that the gear corresponding to the predetermined slip signal is additionally calculated by the transmission control 8 or by a suitable calculation unit. Slip signals are included. Therefore, when the wheels are spinning, a relatively high-speed gear is engaged and the torque acting on the drive wheels is reduced. In this case, the transmission control device 8 can be configured so that relatively high-speed gears are engaged in a stepless manner so that the torque acting on the drive wheels continuously adapts to the slip. It is also conceivable to change the gear input at a certain moment in stages. As a result, the torque is. It will be adapted to the slip in stages.

The transmission control device 8 can also send control signals directly to the engine control device 16 via line 14 . Thereby, a torque reduction can be achieved by the time the next higher gear is changed. In this case, various possibilities exist. For example, the control signal on line 14 allows the ignition phase angle to be retarded.

It is also possible to reduce the engine output by controlling the vehicle's injection system. Alternatively, the control signal can be transmitted to the electronic accelerator control device to change the signal corresponding to the accelerator position to a signal corresponding to the pullback of the accelerator.

Furthermore, the speed change control device 8 also acts on a brake system (not shown) based on the control signal, and as a result, the spinning wheels are controlled by the corresponding brakes to shift into a smaller (and relatively higher) gear. Until then, the brakes can be applied.

When the automatic transmission engages a relatively high gear based on the slip signal of the electronic circuit 4, after a preset time has elapsed, the transmission ratio changes stepwise or It will be canceled again steplessly. Therefore, the torque acting on the drive wheels increases again.

FIG. 2 shows a block circuit diagram of a second embodiment of the device according to the invention, in which identical parts are provided with the same reference symbols.

In this embodiment, the electronic circuit 4 shown in FIG. 1 is omitted. Here, the signal line 20 is the transmission control device 8
It provides information on, for example, the rotational speed of the wheels or drive shafts, the vehicle speed, and the ground speed. The sensor receiving the corresponding signal is not shown. In other respects, this second embodiment corresponds to the first embodiment shown in FIG.

The speed change control device flB of the second embodiment is configured as follows. That is, the transmission control device processes the wheel sensor data, drive shaft sensor data, speed sensor data, and ground speed supplied via the signal line 20 by itself, and generates a slip signal therefrom. It is configured as follows. This slip signal is taken into account when controlling the electronic unit 10 via the regulation signal line 12.

Functionally, it is otherwise identical to that of the penalty embodiment described in accordance with FIG.

In the device for preventing drive slip shown separately in FIGS. 1 and 2, it is of course also possible to combine the engine control device and the transmission control device into one device. In a vehicle equipped with an automatic transmission, if the device of the present invention is used, it is possible to prevent wheels from spinning without performing normal drive slip regulation.

[Brief explanation of the drawing]

FIG. 1 shows a block circuit diagram of a first embodiment of the device according to the invention, and FIG. 2 shows a block circuit diagram of another embodiment of the device according to the invention. 2.20... Signal line, 4... Electronic circuit, 6... Output line, 8... Speed change control device, 10... Electronic unit, 12... Adjustment signal line, 16... Engine control device FIG, 2

Claims (13)

[Claims] 1. In a drive slip prevention method in which the shift state of an automatic transmission of a vehicle is interfered with according to a slip signal,
A drive slip prevention method characterized in that the shift state of the automatic transmission is caused to change stepwise or steplessly in accordance with the slip signal. 2. 2. The method of claim 1, wherein the slip signal is generated using a wheel sensor signal or a drive shaft sensor signal and a speed sensor signal in the drive line and ground speed. 3. Claim 1 or 2, characterized in that when the drive wheel is idling, a relatively high-speed gear is engaged in order to reduce the torque acting on the drive wheel. Method. 4. The gear corresponding to the slip signal is calculated in a calculation unit in addition to the known variation characteristics for the automatic transmission, and a control signal is sent to the automatic transmission. The method described in Scope No. 3. 5. 5. A method as claimed in claim 1, characterized in that the engine control is interfered with to reduce the torque acting on the drive wheels. 6. 6. A method as claimed in claim 5, characterized in that the ignition phase angle is retarded to reduce torque until a higher gear is changed. 7. 6. A method as claimed in claim 5, characterized in that a control signal is issued to the injector to reduce engine power until it is changed to a higher gear. 8. 6. A method as claimed in claim 5, characterized in that a control signal is issued to the electronic accelerator control device to reduce engine power until a higher gear is changed. 9. In order to reduce the torque acting on the driving wheels, a brake system corresponding to a wheel that is idling due to the drive is activated to prevent the wheel from idling. The method described in any one of items up to item 8. 10. Claim 1, wherein after the drive moment has decreased, a relatively low speed gear is engaged stepwise or steplessly in accordance with the slip signal to increase the drive moment again. to the method described in any one of paragraphs 9 to 9. 11. 11. Device for carrying out the method according to claim 1, characterized in that it is equipped with an automatic transmission controllable by a slip signal. 12. 12. Device according to claim 11, characterized by means for interfering with the engine control. 13. 12. Device according to claim 11, characterized by means for interfering with the braking system corresponding to the spinning wheel.