DE102019201432A1 - Vehicle control device - Google Patents

Abstract

There is provided a vehicle control apparatus capable of preventing a start failure of a vehicle on a snow-covered rising road or the like, improving an acceleration performance and preventing a deceleration sensation to the driver. A traction control unit executes a traction control operation (S5) when in one Step S1, a traction control begins (ASR intervention), in a step S2, a rear wheel increase rate, ie For example, if a rate of increase of a rotational speed of a vehicle wheel becomes greater than a threshold value A, the number of times a clutch is disengaged is reached N times or more in a step S3, and a non-rising state is detected in a step S4 (ON). During the traction control operation, the traction control unit temporarily inhibits the traction control, successively increases a target slip amount, or gradually increases the target slip amount.

Description

[Technical area]

The present invention relates to a vehicle control device.

Background of the Invention

Conventionally, an in JP 07-108633 B described vehicle control device, which is mounted in a vehicle, such as a motor vehicle. In the in JP 07-108633 B In a driving force control apparatus, a driving force reduction control is performed to prevent slip of a driving wheel when an actual slip ratio exceeds a predetermined slip ratio when a driving wheel travels and gets stuck on a muddy road, a deep snowed road or the like remains. Furthermore, in the in JP 07-108633 B described technology, the drive force reduction control inhibited when a state in which an accelerator pedal operation amount assumes a predetermined value or more and a vehicle speed assumes a predetermined value or less, over a predetermined period of time, even if the driving force reduction control is performed.

[State of the art]

[Patent Literature]

[Patent Literature 1] JP 07-108633 B

Summary of the Invention

[Problem Solved by the Invention]

In the example in JP 07-108633 B However, there is a problem that a state in which the vehicle can not be accelerated or strangled, although the driver intends to accelerate the vehicle, continues to travel on a snow-covered road for two reasons set forth below can.

The first reason is that when, due to the execution of a traction control (driving force reduction control) at the time of execution of the in JP 07-108633 B described controller decreases an engine speed, in a vehicle with a manual transmission, a decoupling control is performed continuously to prevent stalling of the engine.

The second reason is that a vehicle can not escape a stalled state without preventing initial slip at the time of starting the vehicle, since engine torque is reduced at a vehicle speed or more, which inhibits traction control despite incipient movement of the vehicle, or the traction control is inhibited at a vehicle speed of 0 km / h.

The present invention has been made in view of the above-described problem, and the object of the invention is to provide a vehicle control apparatus capable of preventing a start failure of a vehicle on a snow-covered road or the like, improving acceleration performance, and a deceleration sensation to prevent the driver.

[Means to solve the problem]

According to this invention, there is provided a vehicle control apparatus mounted in a vehicle including an engine, an automatic transmission connected to the engine via a clutch and an actuator engaging or disengaging the clutch, a clutch control unit controlling the actuator, and a vehicle The rotational speed of each of the vehicle wheel detecting vehicle wheel speed detecting sensors comprises: a traction control unit configured to calculate a slip amount of the vehicle wheel from the rotational speed of the vehicle wheel and perform a traction control operation in which at least one engine torque of the internal combustion engine is adjusted when the slip amount is a predetermined one Slip amount threshold, wherein the clutch control unit controls the actuator so that the clutch is disengaged when an engine speed of the engine decreases, and wherein d The traction control unit increases the slip amount threshold so that the traction control operation is prohibited or difficult to perform when a predetermined condition for a disengagement mode is satisfied during execution of the traction control operation for a predetermined period of time.

[Effects of the Invention]

In this way, according to the present invention, a start failure of a vehicle on a snow-covered road or the like can be prevented, an acceleration performance can be improved, and a deceleration sensation for the driver can be prevented.

list of figures

• [ 1 ] The 1 FIG. 10 is a configuration drawing of a vehicle including a control device according to an embodiment of the present invention. FIG.
• [ 2 ] The 2 FIG. 10 is a flowchart illustrating an operation of a vehicle control device according to an embodiment of the present invention. FIG.
• [ 3 ] The 3 FIG. 12 is a characteristic used in the vehicle control device according to an embodiment of the present invention, showing a correlation between a target slip amount and a vehicle speed.
• [ 4 ] The 4 (A) to 4 (E) FIG. 12 is graphs illustrating the changes that occur in a case where a predetermined time corresponding to a threshold value of a clutch disengagement timing in response to an accelerator opening degree change amount, an accelerator opening degree, a lane inclination, a road surface friction coefficient, and a vehicle Yaw rate is changed.
• [ 5 ] The 5 (A) to 5 (E) 11 are graphs illustrating the changes that occur in a case where a predetermined number of times corresponding to a threshold number of times of disengagement of a clutch, in response to an accelerator opening degree change amount, accelerator opening degree, lane inclination, lane Friction coefficient and a vehicle yaw rate is changed.

Embodiment (s) of the invention

A vehicle control device according to embodiments of the present invention is mounted in a vehicle including an engine, an automatic transmission connected to the engine via a clutch and an actuator engaging or disengaging the clutch, a clutch control unit controlling the actuator, and a rotational speed includes a traction control unit configured to calculate a slip amount of the vehicle wheel from the rotational speed of the vehicle wheel and perform a traction control operation in which at least one engine torque of the engine is adjusted when the slip amount is a predetermined one Slip amount threshold, wherein the clutch control unit controls the actuator so that the clutch is disengaged when an engine speed of the engine decreases, u and wherein the traction control unit increases the slip amount threshold so that the traction control operation is inhibited or difficult to perform when a predetermined condition for a decoupling mode is satisfied during execution of the traction control operation over a predetermined period of time. Accordingly, the vehicle control device according to the embodiments of the present invention can prevent a start failure of a vehicle on a snow-covered rising road or the like, improve an acceleration performance and prevent a deceleration sensation for the driver.

[Embodiments]

Hereinafter, a vehicle control device according to embodiments of the present invention will be described with reference to the drawings. The 1 to 5 FIG. 10 are diagrams illustrating the vehicle control device according to the embodiments of the present invention.

As in 1 shown includes the vehicle 10 an internal combustion engine 20 , a clutch 30 , an automatic transmission 40 , Vehicle wheels 13 and 16 , an engine control unit 71 , a clutch control unit 72 and a traction control unit 73 , Further, the vehicle wheel 13 a front wheel and the vehicle wheel 16 is a rear wheel.

The internal combustion engine 20 is equipped with a variety of cylinders. In the embodiment, the internal combustion engine 20 used a crankshaft 21 by making a series of four strokes, namely, an intake stroke, a compression stroke, an expansion stroke and an exhaust stroke, in each cylinder.

The internal combustion engine 20 is with a crank angle sensor 27 equipped and the crank angle sensor 27 detects an engine speed due to a rotational position of the crankshaft 21 and transmits a detection signal to the engine control unit 71 ,

The automatic transmission 40 is about the clutch 30 with the internal combustion engine 20 connected and one of the internal combustion engine 20 transferred rotation around. The coupling 30 is designed as Einscheibentrockenkupplung.

The automatic transmission 40 is with a clutch actuator 35 equipped and the clutch actuator 35 Couples the clutch 30 due to the control of the clutch control unit 72 one or out. The clutch actuator 35 the embodiment is an actuator of the present invention.

A vehicle wheel 13 , which forms a drive wheel, is via a differential device 11 and a drive shaft 12 with the automatic transmission 40 connected. The automatic transmission 40 and the internal combustion engine 20 are in a front part of the vehicle 10 assembled. The vehicle 10 is thus a front engine / front-wheel drive vehicle. Furthermore, in 1 the cylinders of the internal combustion engine 20 in the longitudinal direction of the vehicle 10 arranged, wherein the arrangement direction of the cylinder in the internal combustion engine 20 but also the vehicle width direction can be.

The vehicle 10 includes an accelerator opening degree sensor 52 and the accelerator opening degree sensor 52 detects an operation amount (accelerator opening degree) of an accelerator pedal (not shown), and transmits a detection signal to the engine control unit 71 ,

The vehicle 10 includes an acceleration sensor 51 and a yaw rate sensor 50 , The acceleration sensor 51 detects an acceleration in each direction of the vehicle 10 and transmits a detection signal to the traction control unit 73 , The yaw rate sensor 50 detects a yaw rate of the vehicle 10 and transmits a detection signal to the traction control unit 73 ,

The vehicle 10 includes a vehicle wheel speed detection sensor 53 , which is a speed of the vehicle wheel 13 detected and a vehicle wheel speed detection sensor 54 , which is a speed of the vehicle wheel 16 which represents a driven wheel. The vehicle wheel speed detection sensors 53 and 54 transmit detection signals to the traction control unit 73 ,

The vehicle includes a brake 61 that the vehicle wheel 13 brakes and a brake 62 that the vehicle wheel 16 Brakes, and these brakes 61 and 62 are by the traction control unit 73 controlled.

The engine control unit 71 , the clutch control unit 72 and the traction control unit 73 are each configured as a computer unit comprising a central processing unit (CPU), a random access memory (RAM), a read-only memory (ROM), a backup data or the same storing flash memory, an input port and an output port.

The ROM of the computer unit stores a program for operating the computer unit as well as various constants and various characteristics. Each computer unit is operated such that the CPU executes the program stored in the ROM using the RAM as a work area.

The engine control unit 71 controls the internal combustion engine 20 which represents a tax target. The clutch control unit 72 controls the clutch 30 as a tax target. The engine control unit 71 and the clutch control unit 72 are electrically connected.

Further, the engine control unit 71 and the clutch control unit 72 with the traction control unit 73 electrically connected. The detection signals of the sensors are provided by the engine control unit 71 , the clutch control unit 72 and the traction control unit 73 divided and the control signal and the request signal are transmitted and received by them.

The engine control unit 71 and the clutch control unit 72 control the respective control targets in response to a request by the traction control unit 73 ,

In the embodiment, the clutch control unit 72 configured to the clutch actuator 35 such that the clutch 39 disengaged when the engine speed of the engine 20 decreases. Accordingly, stalling of the engine can be prevented.

Furthermore, the traction control unit calculates 73 the slip amount of the vehicle wheels 13 and 16 from the speed of the vehicle wheels 13 and 16 out. Since the traction control unit 73 then the idling of the vehicle wheels 13 and 16 at the time of starting the vehicle 10 must solve, the traction control unit leads 73 the traction control process to the slip (spin) of the vehicle wheels 13 and 16 to solve when the slip amount exceeds a predetermined slip amount threshold.

The traction control process is a process in which braking of the brakes 61 and 62 and / or a motor torque reduction process is performed to reduce the slip amount of the vehicle wheels 13 and 16 to set or limit the target slip amount.

In the embodiment, the traction control unit provides 73 during traction control at least the engine torque of the internal combustion engine 20 on. By performing the traction control operation, the spinning of the vehicle wheels 13 and 16 be solved.

Incidentally, since the engine torque is reduced during the traction control operation, there is a possibility of the clutch 30 disengage intermittently or continuously to prevent stalling of the engine.

For this reason, a case corresponds to where the disengagement time of the clutch 30 is long or the number of uncoupling times is high, a case in which the vehicle 10 to repeatedly escape in an attempt to escape or accelerate from the condition pinned on a snowy or muddy roadway.

If no countermeasures are taken in a case where these problems occur, these problems persist longer because of the clutch 30 is continuously disengaged or the reduction of the engine torque during the traction control process is continued.

In other words, when the disengagement time of the clutch 30 or the number of disengaging times for preventing stalling of the engine increases, the solution of spinning of the vehicle wheels 13 and 16 exchanged for the problem of failure of the attempts to escape from the pinned state or accelerated. When this problem occurs, the execution of a control in which the slip is allowed, compared to the normal state, is effective.

Therefore, the traction control unit increases 73 in the present embodiment, the slip amount threshold when a predetermined condition for a disengagement mode of the clutch is satisfied during the execution of the traction control operation for a predetermined period of time, so that the traction control operation is prohibited or difficult to perform.

The target slip amount corresponding to the slip amount threshold is determined by the traction control unit 73 according to the in 3 set control characteristic set. As in 3 shown, the initial value ( SL1 ) of the target slip amount is set to a value greater than the vehicle speed by a predetermined amount ( V1 ).

Subsequently, the traction control unit provides 73 the slip amount threshold to a target slip amount ( SL2 ) in which the traction control operation is prohibited when a predetermined condition is satisfied. Optionally, the traction control unit provides 73 the slip amount threshold to a target slip amount ( SL3 ) which increases gradually with an increase in the vehicle speed when a predetermined condition is satisfied. Optionally, the traction control unit provides 73 the slip amount threshold to a target slip amount ( SL4 ) gradually increasing with an increase in the vehicle speed when a predetermined condition is satisfied.

The predetermined condition is preferably that the disengaging period of the clutch 30 becomes equal to a predetermined period of time or more due to the traction control process. Optionally, the predetermined condition is preferably that the number of disengage times of the clutch 30 becomes equal to a predetermined number of times or more due to the traction control operation.

When the disengaging time of the clutch 30 or the number of disconnection times is detected and compared with the threshold value to determine whether the predetermined condition is satisfied, in this way, instead of a state in which the clutch 30 is briefly disengaged due to the traction control process, a state are detected in which when driving on a snowy or muddy road, the clutch 30 disengaged for a long period of time or very often. Thus, a condition may be recognized in which a failure of startup or acceleration of the vehicle takes place, or in which the driver experiences a deceleration when the clutch 30 disengaged for a long period of time or very often.

If, for example, in this embodiment, a period of time in which the clutch 30 is continuously disengaged, reaches a first predetermined duration or more than a predetermined period of time, determines the traction control unit 73 in that a predetermined condition is fulfilled. Optionally, the traction control unit determines 73 in that a predetermined condition is satisfied when the total sum of the periods of time in which the clutch is 30 is disengaged for a certain period of time, reaches a second predetermined duration or more, as a predetermined period of time.

In such a case, as shown by the increase of the positive amount of change of operation of the accelerator pedal, the driver's intention to accelerate and start the vehicle increases, the inconvenience caused to the driver is eliminated, but at the same time the intention of the driver be prioritized.

Thus, the traction control unit should 73 Preferably, with increasing positive change amount of the operation of the accelerator pedal (accelerator opening degree change amount or Accelerator pedal opening degree) by the driver while performing the traction control operation as in FIGS 4 (A) and 4 (B) shown reduce the predetermined period of time.

In addition, the traction control unit should 73 Preferably, with increasing positive amount of change of the operation of the accelerator pedal by the driver, while performing the traction control process, as in 5 (A) and 5 (B) shown reducing the predetermined number of times.

In this case, it becomes more difficult with increasing slope of the road or decreasing friction coefficient of the road to accelerate and start the vehicle. This problem must be prevented.

Thus, the traction control unit should 73 preferably with increasing slope of the roadway, as in 4 (C) shown, or with decreasing friction coefficient of the roadway, as in 4 (D) shown during the implementation of the traction control process, reduce the predetermined period of time.

In addition, the traction control unit should 73 preferably with increasing slope of the roadway, as in 5 (C) shown, or with decreasing friction coefficient of the roadway, as in 5 (D) shown during the implementation of the traction control process, reduce the predetermined number of times.

Because doing the behavior of the vehicle 10 at high yaw rate of the vehicle 10 is disturbed, it is necessary to the stability of the vehicle 10 by continuing the traction control process.

Thus, the traction control unit should 73 preferably with decreasing yaw rate of the vehicle 10 during the execution of the traction control process, the predetermined period of time as in 4 (E) shown, reduce.

Furthermore, the traction control unit should 73 preferably with decreasing yaw rate of the vehicle 10 during the execution of the traction control process, the predetermined number of times as in 5 (D) shown, reduce.

Moreover, a change mode of the predetermined number of times or the predetermined period of time is not that in the 4 (A) to 4 (D) and in the 5 (A) to 5 (D) is limited to incremental change mode and can be a continuous change mode.

In the control of JP 07-108633 B For example, if the vehicle speed at which the traction control operation is prohibited is set to 0 km / h, the original slip can not be prevented. As a result, since there is a possibility that the vehicle can not be accelerated contrary to the driver's intention, the starting performance is thereby deteriorated. For this reason, the slip amount threshold should be increased such that the traction control operation is due to both the acceleration of the vehicle 10 as well as the vehicle speed is prevented or difficult to execute.

Thus, the traction control unit should 73 during the traction control process, when the acceleration of the vehicle 10 reaches a predetermined acceleration threshold or less, and the vehicle speed reaches a predetermined vehicle speed threshold or more, preferably increasing the slip amount threshold over a predetermined period of time so as to inhibit or make difficult the traction control operation.

In this way, it can speed up the vehicle 10 is used, the slip amount threshold value is increased by detecting a start failure from the acceleration, and the traction control operation is prohibited after the original slip has been prevented by the traction control operation. This makes it possible the starting power of the vehicle 10 to improve.

There is the possibility that if the acceleration only by the acceleration sensor 51 is detected, the acceleration due to a slope or a vibration of the vehicle is not detected correctly. In addition, there is the possibility that the wheel spin of the vehicle wheels will not be detected when the acceleration due to the first or second fastest vehicle wheel speed is achieved among the vehicle wheel speeds of the four vehicle wheels in a four-wheel drive or the drive wheels in a two-wheel drive.

Thus, the acceleration of the vehicle should be 10 on the basis of the detection signal of the vehicle 10 provided acceleration sensor 51 by the vehicle wheel speed detection sensor 53 detected vehicle wheel speed of the driven wheel corresponding vehicle wheel 16 , or if all vehicle wheels 13 and 16 Drive wheels are the third slowest vehicle wheel speed and / or fourth slowest Vehicle wheel speed among all through the vehicle wheel speed detection sensor 53 Vehicle speeds are calculated. With such a configuration, it is possible to create a state in which the vehicle 10 is not accelerated, to determine more precisely.

Preferably, the predetermined period of time should be the time period until the lapse of a predetermined period of time, and / or period in which the vehicle 10 travels on a roadway without gradient or gradient, and / or period until the driving cycle of the vehicle 10 reaches a predetermined drive time, and / or period of time until a road condition of a road on which the vehicle is traveling becomes a different road state.

As a result, an operation of the traction control unit becomes 73 of the vehicle 10 with the configuration described above with reference to the in 2 shown flowchart described in more detail.

When in 2 traction control (referred to as ASR engagement in the drawings) begins (step S1 ) determines the traction control unit 73 First, whether the rear wheel increase rate, ie an increase rate of the speed of the vehicle wheel 13 , a threshold A or less (step S2 ).

When in step S2 the rear wheel increase rate is the threshold A or less, the traction control unit goes 73 for the step described below S4 about. When in step S2 the rear wheel increase rate is greater than the threshold A is determines the traction control unit 73 whether the number of times that the clutch 30 is disengaged (hereinafter referred to as the number of disconnection times) N Male or more achieved (step S3 ).

When in step S3 the number of disconnection times N Male or more not reached, the traction control unit goes 73 to the step S1 back. When in step S3 the number of disconnection times N Times or more, the traction control unit determines 73 in that a non-pitch condition exists (in the drawings with ON designated) (step S4 ). Here, a non-grade condition indicates that the vehicle 10 in a current state can not rise.

After the step S4 leads the traction control unit 73 the traction control restriction process (step S5 ) and ends the current process.

In the traction control restriction process of the step S5 prevents the traction control unit 73 At times, the traction control system gradually increases the target slip amount or gradually increases the target slip amount.

As described above, the clutch control unit controls 73 the clutch actuator 35 such that the clutch 30 disengaged when the engine speed of the engine 20 decreases.

In addition, the traction control unit increases 73 the slip amount threshold such that the traction control operation is prohibited or difficult to execute when a predetermined condition for the disengagement mode is satisfied during the execution of the traction control operation for a predetermined period of time.

With this configuration, since the slip amount threshold is increased when the predetermined condition is satisfied, the traction control operation can be inhibited or difficult to be performed. For this reason, the reduction of the engine torque due to the traction control operation and the disengagement of the clutch due to the reduction of the engine torque are interrupted.

Thus, it is possible a start failure of the vehicle 10 to prevent on a snowy rising road or the like, to improve the acceleration performance and to prevent a deceleration sensation for the driver.

Further, in the embodiment, preferably, the predetermined condition may be that the disengaging period of the clutch 30 due to the traction control operation reaches a predetermined period of time or more.

Because the continuous disengagement of the clutch 30 based on the disengagement period of the clutch 30 , instead of the intermittent disengagement of the clutch 30 With this configuration, it is possible to detect a state where a startup failure or an acceleration failure occurs in the vehicle, or in which the driver decelerates due to a running of the vehicle on a snowy road or a muddy road, for example feels.

Thus, when the slip amount threshold increases, if a predetermined condition for the disengaging period of the clutch 30 is fulfilled, the Traction control process prevented or difficult to execute. For this reason, the reduction of the engine torque due to the traction control operation and the disengagement of the clutch due to the reduction of the engine torque are interrupted.

Thus, it is possible a start failure of the vehicle 10 to prevent on a snowy rising road or the like, to improve the acceleration performance and to prevent a deceleration sensation for the driver.

In addition, in this embodiment, the traction control unit 73 with increasing positive amount of change in the operation of the accelerator pedal by the driver, while performing the traction control operation, preferably reduce the predetermined time period.

Thus, since a positive increase in the amount of change in the operation of the accelerator pedal indicates that the driver's intention to accelerate and start the vehicle, it is possible to better reduce the inconvenience to the driver by determining whether the intention of the driver To accelerate and start the vehicle is strong.

Further, in the embodiment, the traction control unit 73 with increasing slope of the road or decreasing friction coefficient of the road during the performance of the traction control process, preferably reduce the predetermined time duration.

Accordingly, since acceleration and starting of the vehicle become more difficult with increasing inclination or decreasing friction coefficient of the road, it is possible to prevent the appearance of this problem.

Further, in this embodiment, the traction control unit 73 with decreasing yaw rate of the vehicle 10 during the performance of the traction control process, preferably reduce the predetermined period of time.

Because the behavior of the vehicle 10 at high yaw rate of the vehicle 10 is disturbed, it is accordingly possible to continue the traction control process and the stability of the vehicle 10 to obtain.

Further, in the embodiment, the predetermined condition may be preferable that the number of times of disengagement of the clutch 30 due to the traction control operation reaches a predetermined number of times or more.

Because the continuous disengagement of the clutch 30 based on the number of disconnection times of the coupling 30 , instead of the intermittent disengagement of the clutch 30 With this configuration, it is possible to detect a state where a startup failure or an acceleration failure occurs in the vehicle, or in which the driver decelerates due to a running of the vehicle on a snowy road or a muddy road, for example feels.

Thus, the slip amount threshold increases in a state in which the engine speed continuously decreases due to the traction control operation, so that the traction control operation will be prohibited or difficult to execute.

Accordingly, the reduction of the engine torque due to the traction control operation and the disengagement of the clutch due to the reduction of the engine speed are interrupted.

For this reason, in response to the degree of opening of the accelerator pedal, it is possible to apply engine torque to the vehicle wheels 13 and 16 to prevent a start failure on a snowy or muddy road, to improve an acceleration performance, and a deceleration sensation due to the disengagement of the clutch 30 to reduce.

As a result, it is possible to start the vehicle 10 on a snow-covered road or the like to prevent, to improve an acceleration performance, and to reduce a deceleration sensation for the driver.

Further, in the embodiment, the traction control unit 73 with the increase in the positive amount of change in the operation of the accelerator pedal by the driver during the execution of the traction control process, preferably reduce the predetermined number of times.

Since a positive increase in the amount of change in the operation of the accelerator pedal indicates that Accordingly, if the driver's intention to accelerate and start the vehicle increases, it is possible to further reduce the inconvenience to the driver by determining whether the driver's intention to accelerate and start the vehicle is strong.

Further, in the embodiment, the traction control unit 73 with increasing slope of the road or decreasing friction coefficient of the road during the performance of the traction control process, preferably reduce the predetermined number of times.

Accordingly, since acceleration and starting of the vehicle become more difficult with increasing inclination or decreasing friction coefficient of the road, it is possible to prevent the appearance of this problem.

Further, in this embodiment, the traction control unit 73 with decreasing yaw rate of the vehicle 10 during the performance of the traction control process, preferably reduce the predetermined number of times.

Because the behavior of the vehicle 10 at high yaw rate of the vehicle 10 is disturbed, it is accordingly possible to continue the traction control process and the stability of the vehicle 10 to obtain.

Further, in the embodiment, the traction control unit 73 Preferably, the slip amount threshold value is increased such that the traction control operation is inhibited or difficult to perform if, during the execution of the traction control operation, for a predetermined period of time, the acceleration of the vehicle 10 reaches a predetermined acceleration threshold or less and the vehicle speed equals a predetermined vehicle speed threshold or more.

Since it is possible to set the slip amount threshold both due to the acceleration of the vehicle 10 Accordingly, as the vehicle speed is increased so that the traction control operation will be inhibited or difficult to perform, accordingly, there is no situation in which acceleration can not be achieved although an acceleration attempt is made.

In the embodiment, since the acceleration of the vehicle 10 is used, it is possible to suppress the traction control operation after the original slip has been prevented by the traction control operation by detecting a start failure due to the acceleration and increasing the slip amount threshold, and the starting power of the vehicle 10 to improve.

Further, in the embodiment, the acceleration of the vehicle 10 preferably from the detection signal of the vehicle 10 provided acceleration sensor 51 detected by the vehicle wheel speed detection sensor 53 detected vehicle wheel speed of the driven wheel, or, if all vehicle wheels are drive wheels, the third slowest vehicle wheel speed and / or the fourth slowest vehicle wheel speed among all by the vehicle wheel speed detection sensor 53 recorded vehicle wheel speeds are calculated.

In this case, it is possible that the acceleration due to a slope or vehicle vibration is not properly detected when the acceleration is detected only by the acceleration sensor. Further, it is possible that the slip of the vehicle wheel can not be detected when the acceleration is determined based on the first or second fastest vehicle wheel speed among the vehicle wheel speeds of the four vehicle wheels in a four-wheel drive or the drive edges in a two-wheel drive. In the embodiment, it is possible, based on the configuration described above, a state in which the vehicle 10 is not accelerated, to determine more precisely.

Further, in the embodiment, the predetermined period may be a period until the lapse of a predetermined period, and / or period in which the vehicle 10 travels on a roadway without gradient or gradient, and / or period until the driving cycle of the vehicle 10 reaches a predetermined drive time, and / or period of time until a road condition of a road on which the vehicle is traveling becomes a different road state.

Accordingly, since a period until the change of the condition for performing the traction control operation is set based on a time duration and a drive cycle, it is possible to prevent an unnecessary change in the condition for performing the traction control operation.

Although embodiments of the present invention have been described herein, it will be understood that one skilled in the art can change this embodiment without departing from the scope of the present invention. All possible modifications or equivalents are to be considered as covered by the following claims.

LIST OF REFERENCE NUMBERS

10 ... vehicle, 13 ... vehicle wheel (drive wheel), 16 ... vehicle wheel (driven wheel), 20 ... combustion engine, 30 ... clutch, 35 ... clutch actuator (actuator), 40 ... Automatic transmission, 51 ... Accelerometer, 53, 54 ... Vehicle wheel speed sensor, 72 ... Clutch control unit, 73 ... Traction control unit

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• JP 7108633 B [0002, 0003, 0004, 0005, 0051]

Claims (12)

A vehicle control apparatus mounted in a vehicle including an internal combustion engine, an automatic transmission connected to the internal combustion engine via a clutch and an actuator engaging or disengaging the clutch, a clutch control unit controlling the actuator, and a vehicle wheel speed detecting a rotational speed of each of the vehicle wheels Detection sensor comprising: a traction control unit configured to calculate a slip amount of the vehicle wheel from the rotational speed of the vehicle wheel and perform a traction control operation in which at least one engine torque of the internal combustion engine is adjusted when the slip amount exceeds a predetermined slip amount threshold; wherein the clutch control unit controls the actuator so that the clutch is disengaged when an engine speed of the engine decreases, and wherein the traction control unit increases the slip amount threshold so that the traction control operation is prohibited or difficult to perform when a predetermined condition for a disengagement mode is satisfied during execution of the traction control operation for a predetermined period of time. Vehicle control device according to Claim 1 wherein the predetermined condition dictates that a time period in which the clutch is disengaged by the traction control process reaches a predetermined time or more. Vehicle control device according to Claim 2 wherein the traction control unit reduces the predetermined period of time as the positive amount of change in the driver's depression of the accelerator pedal increases while the traction control operation is being performed. Vehicle control device according to Claim 2 or 3 wherein the traction control unit reduces the predetermined time duration with increasing slope of the road or decreasing friction coefficient of the road during the performance of the traction control process. Vehicle control device according to one of Claims 2 to 4 wherein the traction control unit reduces the predetermined time duration with decreasing yaw rate of the vehicle during the execution of the traction control process. Vehicle control device according to Claim 1 wherein the predetermined condition dictates that a number of times the clutch is disengaged by the traction control process reaches a predetermined number of times or more. Vehicle control device according to Claim 6 wherein the traction control unit reduces the predetermined number of times as the positive amount of change in the driver's depression of the accelerator pedal increases while the traction control operation is being performed. Vehicle control device according to Claim 6 or 7 wherein the traction control unit reduces the predetermined number of times with increasing slope of the road or decreasing friction coefficient of the road during the execution of the traction control process. Vehicle control device according to one of Claims 6 to 8th wherein the traction control unit reduces the predetermined number of times as the yaw rate of the vehicle decreases while the traction control operation is being performed. A vehicle control apparatus mounted in a vehicle including an internal combustion engine, and a vehicle wheel speed detecting sensor detecting a rotational speed of each of the vehicle wheels as vehicle wheel speed, comprising: a traction control unit configured to calculate a slip amount of the vehicle wheel from the vehicle wheel speed and perform a traction control operation in which at least one engine torque of the internal combustion engine is adjusted when the slip amount exceeds a predetermined slip amount threshold; wherein the traction control unit increases the slip amount threshold so that the traction control operation is prohibited or difficult to perform when the acceleration of the vehicle is equal to a predetermined acceleration threshold or less during the execution of the traction control operation for a predetermined period of time or the vehicle speed is equal to a predetermined vehicle speed threshold or more is the same. Vehicle control device according to Claim 10 wherein the acceleration of the vehicle is from a detection signal of an acceleration sensor provided in the vehicle, a vehicle wheel speed of a driven wheel detected by the vehicle wheel speed detection sensor, or, if all vehicle wheels are drive wheels third slowest vehicle wheel speed and / or the fourth slowest vehicle wheel speed among all detected by the vehicle wheel speed detection sensor vehicle wheel speeds is calculated. Vehicle control device according to one of Claims 1 to 9 wherein the predetermined period of time is a period until the lapse of a predetermined period of time, and / or a period in which the vehicle is traveling on a lane with or without gradients, and / or a period until a driving cycle of the vehicle reaches a predetermined drive time, and / or a period of time until a lane state of a lane on which the vehicle is traveling changes to another lane state.

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