JP2002308077A - Braking control device in vehicle with automatic clutch - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a braking control device in a vehicle with an automatic clutch capable of avoiding the occurrence of gear engagement (vibration) when operating an antilock control device. SOLUTION: In this vehicle with the automatic clutch having the antilock control device 79, the clutch 5 is released or half-engaged when operating the antilock control device 79. In the vehicle mounted with an automatic transmission, a shift stage of a transmission 7 is set in neutral when operating the antilock control device 79.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to the connection and disconnection of a clutch for transmitting and canceling transmission of engine torque to a transmission.
The present invention relates to a brake control device for a vehicle with an automatic clutch that performs release by automatic control, and particularly to a vehicle having an antilock control device.

[0002]

2. Description of the Related Art Conventionally, for example, Japanese Patent Application Laid-Open No. 11-5083
As described in Japanese Patent Application Publication No. 50-200, etc., the connection / disconnection of the clutch for transmitting and releasing the transmission of the engine torque to the transmission is performed independently of the driver's clutch pedal operation.
There is known a so-called automatic clutch-equipped vehicle that is automatically operated by a controller such as a CU.

In such a vehicle with an automatic clutch, similar to a vehicle equipped with a so-called manual transmission in which the driver operates the clutch pedal, if the braking is continued with the clutch engaged while the reduction ratio of the transmission is small, the vehicle speed is reduced. Becomes smaller, the drive torque fluctuation of the drive wheels becomes larger (hereinafter, this phenomenon is referred to as "gearing").
Gearing is caused by the fact that the rotational speed of the engine is forcibly reduced by the driving wheels via the transmission, the engine cannot rotate smoothly and the driving torque fluctuates, and the friction coefficient of the road surface is reduced. If it is low, the driving wheel slips easily with respect to the road surface due to the fluctuation of the driving torque, and appears as a rotation speed vibration (hereinafter, this vibration is referred to as “gear-in vibration”).

[0004] It is known that if such geared vibration occurs during operation of the antilock control device in a vehicle with an automatic clutch having the antilock control device, the accuracy of the antilock control is reduced. That is, in the anti-lock control device, the rough road / good road is determined depending on the frequency of increase / decrease of the wheel rotational acceleration, and the hydraulic pressure of the brake cylinder is higher in bad road determination than in good road determination. Control is often performed. However, when the above-described vibration with gears occurs during the antilock control, the rotational speed of the drive wheels is disturbed, and it is determined that the actual road surface condition is a good road but a bad road, and the hydraulic pressure of the brake cylinder is determined. May be controlled. Since the geared vibration is generated when the road surface friction coefficient is relatively small as described above, the control for increasing the hydraulic pressure of the brake cylinder is a control opposite to the preferable direction, and the geared vibration is generated. It is not preferable that the vehicle is erroneously determined to be a bad road.

In order to solve this problem, Japanese Patent Laid-Open Publication No. Hei 8-33
Japanese Patent No. 2939 discloses that in a vehicle equipped with a manual transmission (the same applies to a vehicle with an automatic clutch), when predetermined vehicle conditions are satisfied, it is determined that a gear is engaged, and when it is determined that a gear is engaged. Discloses a technique for controlling the hydraulic pressure of a brake cylinder generated during operation of an anti-lock control device to be lower than that in a case where it is not determined that a gear is engaged.

[0006]

However, as described above, controlling the hydraulic pressure of the brake cylinder to be low when it is determined that the gear is engaged during the operation of the anti-lock control device is the original optimum anti-lock operation. This leads to a longer braking distance as compared with the lock control. In other words, if no gear shift occurs, the optimal anti-lock control is performed and the braking distance can be minimized, but the braking distance increases only due to the gear shift. There was a problem that would.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned problems. In a brake control device for a vehicle with an automatic clutch provided with an antilock control device, a gear is engaged (vibration) when the antilock control device is activated. It is an object of the present invention to provide something that can avoid occurrence.

[0008]

SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, the present invention relates to a vehicle with an automatic clutch for automatically connecting and disconnecting a clutch for transmitting and releasing transmission of engine torque to and from a transmission. And a braking control device in a vehicle having an antilock control device that keeps a slip ratio of the wheel at the time of wheel slip near an appropriate value,
A braking control device for a vehicle with an automatic clutch, characterized by comprising an engine torque transmission restricting means for restricting a torque transmission amount from an engine to a driving wheel when the antilock control device is operated. The "vehicle with an automatic clutch" referred to herein means, as described above, the connection and disconnection of a clutch for transmitting and canceling transmission of engine torque to the transmission.
Release the EC regardless of the driver's clutch pedal operation
U means a vehicle that is automatically controlled by a controller, such as a vehicle equipped with a manual transmission that allows the driver to manually select the gear position of the transmission. This also includes those to be mounted. It does not include so-called AT (automatic transmission) vehicles that transmit engine torque to a transmission by a torque converter. The “anti-lock control device” is a device that controls a braking force that suppresses the rotation of the wheel based on a slip state of the wheel and a predetermined control condition, and keeps a wheel slip rate near an appropriate value. It is.

According to the present invention, when the antilock control device is operated, the engine torque transmission restricting means for restricting the amount of torque transmitted from the engine to the drive wheels is provided. Even in a situation in which the occurrence of a gear shift can be prevented, the rotational speed of the engine is not forcibly reduced by the drive wheels via the transmission, and the occurrence of gear shifting (vibration) can be avoided. Therefore, even in a situation in which gear engagement (vibration) can occur during operation of the antilock control device, occurrence of gear engagement can be avoided, and optimal antilock control can be continued, so that the braking distance is minimized. Can be suppressed.

[0010] More preferably, the vehicle further includes a vehicle speed sensor for detecting a vehicle speed of the vehicle, wherein the engine torque transmission restricting means further includes: when the antilock control device operates, when the vehicle speed detected by the vehicle speed sensor is lower than a predetermined value.
It is preferable to limit the amount of torque transmitted from the engine to the drive wheels. As described above, gear engagement (vibration) is a phenomenon that is likely to occur when the vehicle speed decreases, and it is sufficient that the engine torque transmission limiting means operates when the vehicle speed is equal to or lower than a predetermined value. Therefore, by limiting the operating condition of the engine torque transmission limiting means to the case where the vehicle speed is equal to or less than the predetermined value, when the vehicle speed exceeds the predetermined value, the engine torque transmission limiting means does not operate and the engine The transmission of torque from the motor to the drive wheels is not limited, so that the braking torque generated by the engine brake can be used effectively.

The engine torque transmission restricting means may limit the amount of torque transmitted from the engine to the drive wheels by releasing the clutch or setting the clutch in a semi-engaged state. As a result, the engine torque transmission restricting means can be configured only by adding or changing the control conditions of the clutch by the controller such as the ECU, and the braking control device according to the present invention can be realized with a cheaper and simpler configuration. Becomes possible.

In the case where the vehicle is an automatic clutch equipped with an automatic transmission for automatically selecting a gear position of the transmission in accordance with the vehicle state, the engine torque transmission restricting means may include a gear position. Can be limited to the neutral position to limit the amount of torque transmitted from the engine to the drive wheels. With this, the ECU
It is possible to constitute the engine torque transmission limiting means only by adding / changing the control conditions for selecting the gear position of the transmission by the controller, etc., and realize the braking control device according to the present invention with a cheaper and simpler configuration. It becomes possible.

[0013]

Embodiments of the present invention will be described below with reference to the drawings. First, a mechanical configuration of a vehicle with an automatic clutch provided with an antilock control device equipped with a braking control device according to an embodiment of the present invention will be described with reference to FIG. This vehicle may be equipped with a manual transmission in which a driver manually selects the gear position of the transmission, or may be equipped with an automatic transmission which is selected by a controller such as an ECU by automatic control. Or both.

In FIG. 1, an engine 3 is mounted on a vehicle 1, and an output of the engine 3 is connected to a transmission 7 via a clutch 5 so as to be transmittable. The drive wheels are wheels 9a and 9b, and these drive wheels 9a, 9b
Is connected to the transmission 7. Therefore, the output of the engine 3 is connected to the drive wheels 9a and 9b so as to be able to transmit.

When the brake pedal 29 is depressed, a brake fluid pressure is generated in the master cylinder 77 in accordance with the depression force, and the brake fluid pressure is supplied to the fluid pressure paths 81 and 85. These hydraulic paths 81, 85
Is connected to each drive wheel 9a, 9 via a well-known ordinary anti-lock control device 79 and hydraulic paths 89, 91, 87, 83.
9b, and the wheel cylinders 15a, 15b of the non-driving wheels 11a, 11b.
b.

A known ordinary anti-lock control device 79 includes wheels 9a, 9b, 11 for performing anti-lock control.
a, 11b, each wheel cylinder 13a, 13b, 15
a, 15b hydraulic pressure paths 83, 8 for supplying brake hydraulic pressure
A plurality of normally-open type solenoid on-off valves and a normally-closed solenoid on-off valve (not shown) connected to 7, 89, 91 are provided, and these solenoid on-off valves are controlled based on various sensor signals described below. Under the control of the controller 45, the brake fluid pressure supplied to each of the wheel cylinders 13a, 13b, 15a, 15b can be appropriately adjusted. Since the mechanical configuration and operation of the known ordinary antilock control device 79 are well known, a detailed description thereof will be omitted here.

The brake pedal sensor 23 detects whether or not the brake pedal 29 has been operated, and the throttle sensor 25 detects the depression opening degree of the throttle 27. The vehicle speed sensor 21 detects a vehicle speed from a rotating component in the transmission 7, and the engine speed sensor 17 detects a speed of the engine 3.

The output signals of the various sensors described above and the output signal of a shift position sensor (not shown) for detecting the shift position of the transmission are supplied to a controller 45 (engine torque transmission limiting means). The controller 45 controls the opening and closing of a normally-open type electromagnetic on-off valve (not shown) and a normally-closed type electromagnetic on-off valve (not shown) in the antilock control device 79, and operates the clutch 5 for connecting / disconnecting the clutch 5. A control signal is transmitted to the device 19. When the above-described automatic transmission is mounted, the controller 45
Can automatically select a gear position of the transmission 7 based on output signals from these various sensors. In the present embodiment, the “engine torque transmission restricting means” includes the transmission 7, the clutch 5, the clutch operating device 19, various sensors, and the controller 45.

The mechanical configuration of the vehicle with the automatic clutch provided with the antilock control device equipped with the brake control device according to the embodiment of the present invention has been described above. Next, this operation will be described with reference to the flowcharts shown in FIGS. FIG. 2 shows an example of a flowchart showing a control flow of the controller 45 in the brake control device according to the present invention, and FIG. 3 shows a control flow of the controller 45 in the brake control device according to the present invention. 13 shows another example of the flowchart. First, the flowchart of FIG. 2 will be described.

Referring to FIG. 2, in step 101, sensor signals, that is, output signals of the brake pedal sensor 23, the throttle sensor 25, the vehicle speed sensor 21, the engine speed sensor 17, and a shift position sensor (not shown) in FIG. 1 are read.

Next, step 10 which is the point of the present invention
Proceeding to 3, it is determined whether or not the antilock control device 79 is operating (the state in which antilock control is being performed). If it is determined in step 103 that the antilock control device 79 is operating, the process proceeds to step 105, where a control signal is transmitted to the clutch operating device 19 to release the clutch 5 or put it in the semi-engaged state. As a result, the drive wheels 9
Transmission of torque to a, 9b is avoided or limited. Thereafter, the flow returns to step 101 again, and the control is repeated.

If it is determined in step 103 that the antilock control device 79 is not in operation, step 10
Proceeding to 7, the controller 45 performs a known normal automatic clutch control. That is, the state of the vehicle is determined based on the output signals from the various sensors read in step 101, a control signal is transmitted to the clutch operating device 19, and the clutch 5 is engaged / disengaged or semi-engaged.

More specifically, when there is a request for a shift change from the shift position sensor, or when there is a request to change the gear position of the transmission 7 when an automatic transmission is mounted, the shift operation is performed. The connection / disconnection of the clutch 5 for changing is performed. When it is determined that the vehicle is starting from the output signals of the throttle sensor 25, the vehicle speed sensor 21, the shift position sensor (not shown), the engine speed sensor 17, and the like, start control with a semi-joining operation is performed and a predetermined low vehicle speed range is set. If it is determined that the vehicle is traveling in a creep state, creep control is performed. When it is determined that the vehicle stops, the clutch 5 is released before the vehicle stops to prevent engine stall. The details of the well-known ordinary automatic clutch control performed in step 107 are well-known techniques, and thus detailed description thereof is omitted here.

When the process of step 107 is completed, the process returns to step 101 again, and
The processing up to 05 or 107 is repeated. As described above, the point of the present invention in the flowchart of FIG. 2 is that the transmission of torque from the engine 3 to the drive wheels 9a and 9b is avoided or limited by performing a series of processes of Step 103 and Step 105.

The example of the flowchart showing the control flow of the controller 45 in the braking control device according to the present invention has been described above with reference to FIG. According to the control based on the flowchart shown in FIG. 2, the following effects are obtained.

That is, transmission of torque from the engine 3 to the drive wheels 9a and 9b is avoided or limited when the antilock control device 79 is operated. Even in such a situation, the rotational speed of the engine 3 is not forcibly reduced by the drive wheels 9a and 9b via the transmission 7, and the occurrence of gear shifting (vibration) can be avoided. Becomes Therefore, even in a situation where gear engagement (vibration) may occur during operation of the antilock control device 79, occurrence of gear engagement can be avoided and optimal antilock control can be continued, so that the braking distance can be maintained. Can be minimized.

In step 103 in the flowchart shown in FIG. 2, the condition for proceeding to step 105 includes a condition that the antilock control device 79 is in operation and a vehicle speed detected by the vehicle speed sensor 21. A condition that the value is equal to or less than a value (for example, 10 km / h) may be added. In this way, when the vehicle speed exceeds the predetermined value, the engine torque transmission restricting means does not operate even if the antilock control device 79 is operating (the process does not proceed to step 105), and the engine 3 Since the transmission of torque to the drive wheels 9a and 9b is not limited, the braking torque by the engine brake can be effectively used.

In step 105, when the clutch 5 is released, the driving wheels 9a, 9b
Since the transmission of torque to the gear is completely avoided, it is possible to reliably avoid the occurrence of gear engagement (vibration). on the other hand,
In the case where the clutch 5 is brought into the semi-engaged state in step 105, torque transmission from the engine 3 to the drive wheels 9a and 9b is not completely avoided. , 9b, it is possible to avoid the occurrence of gear shifting (vibration) while effectively utilizing the braking torque of the engine brake to some extent.

Further, since the amount of torque transmitted from the engine 3 to the driving wheels 9a and 9b is limited by releasing or semi-engaging the clutch 5, a control condition for the clutch 5 by the controller 45 is added. The engine torque transmission limiting means can be configured only by changing, and the braking control device according to the present invention can be realized with a cheaper and simpler configuration.

Next, another example of the flowchart showing the control flow of the controller 45 in the braking control device according to the present invention will be described with reference to FIG. This flowchart is applied only to a vehicle equipped with an automatic transmission. In FIG. 1, the "automatic transmission" includes the transmission 7, the clutch 5, the clutch operating device 19, various sensors, and the controller 45.

Referring to FIG. 3, in step 201, sensor signals, that is, output signals of the brake pedal sensor 23, the throttle sensor 25, the vehicle speed sensor 21, the engine speed sensor 17, and a shift position sensor (not shown) in FIG. 1 are read.

Next, step 20 which is the point of the present invention
Proceeding to 3, it is determined whether or not the antilock control device 79 is operating (the state in which antilock control is being performed). If it is determined in step 203 that the anti-lock control device 79 is operating, the process proceeds to step 205, where a control signal is transmitted to the transmission 7 to set the speed position of the transmission 7 to neutral. Thus, transmission of torque from the engine 3 to the drive wheels 9a and 9b is avoided. Then, step 201 again
Then, the control is repeatedly performed.

If it is determined in step 203 that the antilock control device 79 is not in operation, step 20 is executed.
Proceeding to 7, the controller 45 performs a known normal automatic shift control. That is, the state of the vehicle is determined based on the output signals from the various sensors read in step 101, and the automatic clutch control in step 107 in FIG. An appropriate gear position is selected, a control signal is transmitted to the transmission 7, and the gear position of the transmission 7 is appropriately changed. The details of the well-known ordinary automatic shift control performed in step 207 are well-known techniques, and thus detailed description thereof will be omitted here.

When the process of step 207 is completed, the process returns to step 201 again, and
The processing up to 05 or 207 is repeated. As described above, the point of the present invention in the flowchart of FIG. 3 is that the transmission of torque from the engine 3 to the drive wheels 9a and 9b is avoided by performing a series of steps 203 and 205.

The other example of the flowchart showing the control flow of the controller 45 in the brake control device according to the present invention has been described above with reference to FIG. According to the control based on the flowchart shown in FIG. 3, the following effects are obtained.

That is, transmission of torque from the engine 3 to the drive wheels 9a and 9b is avoided when the antilock control device 79 is operated, so that gear shifting (vibration) may occur when the antilock control device 79 is operated. Even under the circumstances, the rotational speed of the engine 3 is not forcibly reduced by the drive wheels 9a and 9b via the transmission 7, and the occurrence of gear shifting (vibration) can be reliably avoided. Becomes Therefore, even under a situation in which gear engagement (vibration) may occur during operation of the antilock control device 79, occurrence of gear engagement can be reliably avoided, and optimal antilock control can be continued. The braking distance can be minimized.

In step 203 in the flowchart shown in FIG. 3, the condition for proceeding to step 205 includes, in addition to the condition that the antilock control device 79 is operating, the vehicle speed detected by the vehicle speed sensor 21 is a predetermined value. A condition that the value is equal to or less than a value (for example, 10 km / h) may be added. With this configuration, when the vehicle speed exceeds the predetermined value, the engine torque transmission limiting means does not operate even if the antilock control device 79 is operating (the process does not proceed to step 205), and the engine 3 Since the transmission of torque to the drive wheels 9a and 9b is not limited, the braking torque by the engine brake can be effectively used.

Further, by selecting the gear position of the transmission 7 to the neutral position, the driving wheels 9
a, 9b, the amount of torque transmission is limited.
The engine torque transmission limiting means can be configured only by adding / changing the selection control condition of the gear position of the transmission 7 by the controller 45, and the braking control device according to the present invention is realized with a cheaper and simpler configuration. It becomes possible.

[0039]

As described above, according to the present invention,
It is possible to provide a braking control device for an automatic clutch-equipped vehicle equipped with an anti-lock control device, which can avoid the occurrence of gear shifting (vibration) when the anti-lock control device is activated.

[Brief description of the drawings]

FIG. 1 is a schematic diagram showing a mechanical configuration of a vehicle with an automatic clutch provided with an anti-lock control device equipped with a braking control device according to an embodiment of the present invention.

FIG. 2 shows a controller 4 in the braking control device according to the present invention.
5 is an example of a flowchart showing a control flow of No. 5;

FIG. 3 shows a controller 4 in the braking control device according to the present invention.
13 is another example of the flowchart showing the control flow of FIG.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Vehicle 5 Clutch (engine torque transmission restricting means, automatic transmission) 7 Transmission (engine torque transmission restricting means, automatic transmission) 9a, 9b Drive wheels 19 Clutch operating device (engine torque transmission restricting means, automatic transmission) 21 Vehicle speed sensor 45 Controller (engine torque transmission limiting means, automatic transmission) 79 Antilock control device

Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat II (Reference) B60K 41/26 B60K 41/26 F16D 48/02 F16H 61/02 F16H 61/02 59:44 // F16H 59:44 59 : 54 59:54 F16D 25/14 640Q 640K F term (reference) 3D041 AA01 AC06 AC15 AC16 AC28 AD44 AD51 AE16 AE18 AE33 3D046 BB28 GG01 GG05 GG06 HH22 3J057 AA03 BB02 GA01 GA36 GB02 GB04 GB27 GB30 MA01 NA01 NB01 PA33 PA70 RB18 SB04 UA03 VB01W VB17W

Claims (4)

[Claims] 1. A vehicle with an automatic clutch for automatically connecting and disconnecting a clutch for transmitting and releasing transmission of engine torque to and from a transmission, wherein a slip ratio of the wheel at the time of wheel slip is close to an appropriate value. In a braking control device for a vehicle having an anti-lock control device for keeping
A braking control device for a vehicle with an automatic clutch, comprising: an engine torque transmission restricting means for restricting a torque transmission amount from an engine to a driving wheel when the antilock control device is operated. 2. The vehicle according to claim 1, further comprising a vehicle speed sensor for detecting a vehicle speed of the vehicle, wherein the engine torque transmission limiting unit further includes a vehicle speed detected by the vehicle speed sensor when the antilock control device is activated. A braking control device for a vehicle with an automatic clutch, wherein a torque transmission amount from an engine to the driving wheels is limited in the following cases. 3. The engine torque transmission limiting unit according to claim 1, wherein the engine torque transmission limiting unit limits the amount of torque transmitted from the engine to the drive wheels by releasing the clutch or setting the clutch in a semi-engaged state. Control device in a vehicle with an automatic clutch. 4. The vehicle according to claim 1 or 2,
An automatic clutch-equipped vehicle with an automatic transmission that selects a gear position of the transmission by automatic control in accordance with a vehicle state, wherein the engine torque transmission restricting means selects the gear position to a neutral position to select an engine. A braking control device for an automatic clutch-equipped vehicle, wherein the amount of torque transmitted from the vehicle to the drive wheels is limited.