JP2004084785A - Controller for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller for vehicle which eliminates inconvenience when operating to accelerate again after driving wheels are slipped by the operation to accelerate in a low-μ road such as a frozen road and pressurized-snow road. <P>SOLUTION: Driving wheel idling period is defined as a period from the time after an idling start determining means 170 determines a start of idling of driving wheels 84L and 84R on the basis of a sudden increase of the rotating speed of the driving wheels 84L and 84R to the time when an idling conclusion determining means 174 determines conclusion of the idling of the driving wheels 84L and 84R when a change ratio ΔV of the rotating speed of the driving wheels comes close to zero value again after crossing the zero value once. Since conclusion of idling of the driving wheels is determined when a change ratio ΔV of the rotating speed of the driving wheels comes close to zero value again after crossing the zero value once, idling rotation of the driving wheels is not left immediately after determining conclusion of idling, and when operating for acceleration again, a vehicle is started and accelerated with an appropriate gear stage. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle control device of a type that executes control different from a normal period during a period in which a driving wheel slips or locks during traveling.
[0002]
[Prior art]
Slip of the drive wheels during acceleration on a low μ road such as an icy road or a snow-covered road, that is, idling, or lock of the drive wheels during a sudden braking operation, that is, rotation stop during vehicle running may occur. In such a case, a difference occurs between the drive wheel vehicle speed obtained from the rotation of the drive wheels and the actual vehicle speed. Therefore, the same control as in the normal control on the assumption that the drive wheels are rotating normally is performed. Is executed, the control operation is not successful, so that control different from the normal control is executed. For example, in a control device for an automatic transmission for a vehicle, a shift is prohibited while a slip or lock of a drive wheel occurs.
[0003]
[Problems to be solved by the invention]
By the way, in the conventional vehicle control device as described above, for example, when judging the end (return) of the slip of the drive wheel, the timing when the driving force of the drive wheel becomes negative, for example, the timing when the accelerator opening becomes substantially zero is determined. Because of this, when attempting to accelerate next time, the slip rotation of the driving wheels still remains and the transmission gear has not been shifted down to the lower gear, and the driving force is insufficient during the reacceleration operation. Also, there is a disadvantage that a busy shift occurs due to a downshift associated with further depression of the accelerator pedal. In addition, in the end (return) determination of the locked state of the drive wheels, the timing at which the duration of the depression of the accelerator pedal, that is, the time when the accelerator opening is equal to or more than a predetermined value, is used. Since the vehicle does not respond for a predetermined time after the pedal is operated, there is an inconvenience that the driver feels strange.
[0004]
The present invention has been made in view of the above circumstances, and has as its object the purpose of the present invention after slipping of a driving wheel during acceleration operation on a low μ road such as a frozen road or a snowy road or locking of the driving wheel during braking. It is an object of the present invention to provide a control device for a vehicle, which can eliminate the inconvenience at the time of the reacceleration operation. In other words, a vehicle control device that does not generate a driving force shortage during a re-acceleration operation or a busy shift due to a downshift associated with further depression of an accelerator pedal, and a non-responsiveness of the vehicle during a re-acceleration operation An object of the present invention is to provide a vehicle control device that does not give a driver a sense of discomfort.
[0005]
[First means for solving the problem]
In order to achieve the above object, the gist of the first invention is to provide an idle period determining means for determining an idle period of a drive wheel, wherein the idle period determining means determines an idle period of the drive wheel. Is a vehicle control device of a type that executes control different from that during non-idling, wherein the idling period determining means determines (a) the start of idling of the drive wheel based on a rapid increase in the rotational speed of the drive wheel. (B) an idling end determining means for judging the idling end of the drive wheel based on the fact that the rate of change of the rotational speed of the drive wheel once crosses zero and then approaches the zero value again. Is to include.
[0006]
[Effect of the first invention]
According to this configuration, after the idling start determining means determines that the driving wheel is idling based on the rapid increase in the rotating speed of the driving wheel, the idling end determining means temporarily makes the rate of change of the rotating speed of the driving wheel zero-cross. After that, the period until the end of the idling of the drive wheel is determined based on the approach of the zero value again is defined as the drive wheel idle period. Since the end of idling of the drive wheel is determined based on the change rate of the rotational speed of the drive wheel once approaching the zero value once after the zero crossing, the idling of the drive wheel remains after the determination of the end of idling. In the re-acceleration operation, the vehicle can be started and accelerated at an appropriate gear, so that there is a shortage of driving force during the re-acceleration operation and a busy shift due to downshifting related to further depression of the accelerator pedal. Nothing.
[0007]
[Other aspects of the first invention]
Here, preferably, the rate of change of the rotational speed of the drive wheel is calculated by subtracting the rotational speed of the drive wheel a predetermined section before the predetermined time from the rotational speed of the drive wheel at a predetermined time. The idling end determining means determines the idling end of the drive wheel based on a change rate of the rotational speed of the drive wheel exceeding a slip end determination value set to a negative value close to zero. It is. In this way, the end of the idle rotation of the drive wheel means that the rate of change in the rotational speed of the drive wheel once rises, then falls, then becomes a negative value after the zero crossing, and then rises again and approaches the zero value. Therefore, the idle rotation of the drive wheels does not remain after the determination of the end of the idling, and the vehicle can be started and accelerated at an appropriate gear during the reacceleration operation. Further, the idling end determination is easily performed by a simple calculation.
[0008]
Preferably, the idling start judging means judges the start of idling of the drive wheel based on a rate of change in the rotational speed of the drive wheel exceeding a preset rise judgment value. In this way, the slip start determination of the drive wheels is reliably performed.
[0009]
Preferably, the vehicle control device is a shift control device that automatically switches a gear position of an automatic transmission provided in the vehicle based on a vehicle speed and a throttle opening, and is driven by the idle period determination unit. While the idle period of the wheel is determined, shifting of the automatic transmission is prohibited. With this configuration, the gear stage is appropriately switched by the shift control.
[0010]
[Second means for solving the problem]
According to another aspect of the present invention, there is provided a lock period determining unit that determines a lock period of a driving wheel in which a driving wheel stops during traveling, and the driving period of the driving wheel is determined by the lock period determining unit. A control device for a vehicle that executes a control different from that when the vehicle is not locked when the lock period is determined, wherein the lock period determining means (a) performs a control based on a sudden decrease in the rotation of the drive wheel. A lock start determining means for determining the lock start of the drive wheel; and (b) determining that the rotational speed of the drive wheel has substantially returned to a value corresponding to the actual vehicle speed and that the accelerator opening has been operated by a predetermined value or more. Lock end determining means for determining the lock end of the drive wheel based on the information.
[0011]
[Effect of the second invention]
According to this configuration, after the lock start determination unit determines that the driving of the drive wheel is locked based on the sudden decrease in the rotation of the drive wheel, the lock end determination unit sets the rotation speed of the drive wheel of the vehicle to the actual vehicle speed. The drive wheel lock period is a period from when the drive wheel has almost returned to the corresponding value and the termination of the lock of the drive wheel is determined based on the operation of the accelerator opening being equal to or more than the predetermined value. The lock end of the drive wheel is determined based on the fact that the rotational speed of the drive wheel of the vehicle has almost returned to the value corresponding to the actual vehicle speed and the accelerator opening has been operated by a predetermined value or more. In some cases, the rotational speed of the drive wheels has been restored to a speed that is substantially commensurate with the actual vehicle speed. Since there is no reaction, the inconvenience of giving the driver a sense of discomfort is eliminated.
[0012]
[Another aspect of the second invention]
Here, preferably, the lock end determining means is configured to determine that the elapsed time from the release of the braking operation of the brake pedal for operating the braking device of the vehicle exceeds a first determination time set in advance, and the accelerator opening degree Is determined based on the fact that is operated by a predetermined value or more. By doing so, the rotation speed of the drive wheels is returned to a speed substantially corresponding to the actual vehicle speed at the time of the lock end determination.
[0013]
Further, preferably, a brake switch for detecting a braking operation of the brake pedal is provided, and the lock end determination unit is configured to release the brake pedal when the lock start determination unit determines to start locking the drive wheel. When the braking operation is detected by the brake switch, the elapsed time from the release of the braking operation of the brake pedal that operates the braking device of the vehicle exceeds the first determination time set in advance, and the accelerator opening is set to a predetermined value. It is determined that the drive wheels have been locked based on the operation of the value equal to or greater than the value. In this case, since the condition that the brake pedal is operated at the time of the determination of the start of the lock of the drive wheel is a condition, the drive wheel is locked when the brake operation of the brake pedal is released. The dispersion of the return time until the rotation corresponding to the vehicle speed is reduced, and the rotation speed of the drive wheel is almost returned to the speed corresponding to the actual vehicle speed at the time of determining the lock end of the drive wheel.
[0014]
Preferably, a brake switch for detecting a braking operation of the brake pedal is provided, and the lock end determining means is configured to release the brake pedal when the lock start determining means determines that the driving wheel is to be locked. When the braking operation is detected by the brake switch, the locking of the driving wheels is terminated based on the fact that the state where the accelerator opening is operated to be equal to or more than the predetermined value exceeds the second determination time set in advance. It is to judge. According to this configuration, when it is determined that the brake pedal is operated at the time of determining the start of the locking of the drive wheels, the condition that the accelerator opening is operated to the predetermined value or more is set in advance as another lock end determination condition. Since the end of the locking of the drive wheel is determined based on exceeding the set second determination time, for example, a failure (on-fail) state in which the brake switch continues to output a signal indicating that the braking operation is detected. In this case, it is determined that the lock of the drive wheel is completed.
[0015]
Preferably, a brake switch for detecting a braking operation of the brake pedal is provided, and the lock end determining means is configured to release the brake pedal when the lock start determining means determines that the driving wheel is to be locked. When the braking operation is not detected by the brake switch, the lock end of the drive wheel is determined based on the fact that the state where the accelerator opening is operated to be equal to or more than the predetermined value exceeds the third determination time set in advance. It is to judge. With this configuration, when the brake operation of the brake pedal is not detected by the brake switch when the lock start of the drive wheel is determined, a state in which the accelerator opening is operated to a predetermined value or more is preset. Is determined based on the fact that the third determination time has been exceeded, so that, for example, a failure in which the brake switch does not output a signal indicating that the braking operation is detected despite the braking operation (off-fail) Even in the case of the state, the termination of the lock of the drive wheel is suitably determined.
[0016]
Preferably, the first determination time, the second determination time, and the third determination time are functions of vehicle speed. For example, it is determined based on the actual vehicle speed from a function (relationship) set so that the determination time increases as the vehicle speed increases. The actual vehicle speed is defined as a non-driving wheel speed calculated from the rotation of the non-driving wheels, an average vehicle speed obtained from the rotation speeds of all (4) wheels, a ground vehicle speed measured using an ultrasonic sensor, and the like. The actual moving speed of the vehicle is used.
[0017]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
[0018]
FIG. 1 is a skeleton diagram illustrating a schematic configuration of a drive device 10 with an automatic clutch for a vehicle to which the present invention is applied, which is for an FF (front engine / front drive) vehicle, and generates power by fuel combustion. The engine 12 includes an engine 12 as an internal combustion engine, an automatic clutch 14, a constantly meshing parallel shaft type transmission 16, and a differential gear device 18. The engine 12 is a driving source for traveling. The automatic clutch 14 is, for example, a dry single-plate friction clutch shown in FIG. 2 and is provided on a flywheel 22 attached to a crankshaft 20 of the engine 12, a clutch disk 26 provided on a clutch output shaft 24, and a clutch cover 28. A pressure plate 30 provided, a diaphragm spring 32 that urges the pressure plate 30 toward the flywheel 22 to squeeze the clutch disk 26 and transmit power, and a clutch release cylinder 34 through a release fork 36 to the left in the drawing. , The inner end of the diaphragm spring 32 is displaced leftward in the figure to release (disconnect) the clutch.
[0019]
The clutch release cylinder 34 is connected to a clutch solenoid valve 94 of a hydraulic circuit 90 (see FIG. 5), and hydraulic oil pumped by an electric oil pump 92 is supplied from the clutch solenoid valve 94 to the clutch release cylinder 34. Then, the automatic clutch 14 is disengaged, and when the hydraulic oil in the clutch release cylinder 34 is allowed to flow out, the piston of the clutch release cylinder 34 is pushed back in accordance with the urging force of the diaphragm spring 32 of the automatic clutch 14, and the automatic clutch 14 is automatically returned. The clutch 14 is connected (engaged). The engagement torque of the automatic clutch 14 is determined by the stroke amount S of the piston of the clutch release cylinder 34. _CL , The clutch solenoid valve 94 is electrically opened and closed, and the stroke amount S _CL Is changed, the engagement torque can be electrically controlled.
[0020]
Returning to FIG. 1, the transmission 16 is disposed in a common housing 40 together with the differential gear device 18 to form a transaxle, and is immersed in a predetermined amount of lubricating oil filled in the housing 40. The lubrication is performed together with the differential gear device 18. The transmission 16 is a synchronous mesh type transmission. (A) A plurality of transmission gear pairs 46a to 46e having different gear ratios are disposed between a pair of parallel input shafts 42 and output shafts 44, and the transmissions thereof are shifted. (B) three clutch hub sleeves 50a of (b) the synchronous meshing clutches 48a to 48e including a plurality of synchronous meshing clutches 48a to 48e corresponding to the gear pairs 46a to 46e; A shift / select shaft 52 that selectively shifts one of the gears 50b and 50c to switch gears is provided, so that five forward gears can be established. A reverse gear pair 54 is further provided on the input shaft 42 and the output shaft 44, and is engaged with a reverse idle gear provided on a counter shaft (not shown) to establish a reverse gear. . The input shaft 42 is connected to the clutch output shaft 24 of the automatic clutch 14 by a spline fitting 55, and an output gear 56 is provided on the output shaft 44 so as to be connected to a ring gear 58 of the differential gear device 18. Are engaged. FIG. 1 is a developed view showing the axes of the input shaft 42, the output shaft 44, and the ring gear 58 in a common plane.
[0021]
The shift / select shaft 52 is disposed so as to be rotatable about the axis and movable in the axial direction, and is engaged with the clutch hub sleeve 50c at three positions around the axis by a select actuator 96 (see FIG. 5). It is positioned at a possible first select position, a second select position engageable with the clutch hub sleeve 50b, and a third select position engageable with the clutch hub sleeve 50a. Further, the shift actuator 98 (see FIG. 5) has three axial positions, that is, a central neutral position (the state shown in FIG. 1; neutral) in which none of the synchronous meshing clutches 48a to 48e are disconnected and the reverse gear is not established. It is positioned at a first shift position (right side in FIG. 1) and a second shift position (left side in FIG. 1) on both sides in the axial direction. The select actuator 96 and the shift actuator 98 correspond to a speed change actuator, and are connected to the hydraulic circuit 90 via a select solenoid valve 102 and a shift solenoid valve 104, respectively, and the operating state is controlled by hydraulic control and circuit switching.
[0022]
At the first shift position of the first select position, the gear ratio e (= rotational speed N of the input shaft 42) is established by connecting the synchromesh clutch 48e. _IN / Rotation speed N of output shaft 44 _OUT ) Is established, and at the second shift position of the first select position, the second gear stage having the second largest gear ratio e is established by connecting the synchromesh clutch 48d. . At the first shift position of the second select position, the third gear stage having the third largest speed ratio e is established by connecting the synchromesh clutch 48c, and at the second shift position of the second select position, synchronization is established. The fourth shift stage having the fourth largest speed ratio e is established by the engagement of the dog clutch 48b. The gear ratio e of the fourth gear is 1. At the first shift position of the third select position, the fifth shift stage with the smallest speed ratio e is established by the engagement of the synchromesh clutch 48a, and at the second shift position of the third select position, the reverse shift stage is established. Is established.
[0023]
FIGS. 3 and 4 specifically illustrate the structure and operation of the synchromesh clutch 48a. The shifting key 62 is engaged with the clutch hub sleeve 50a by the key spring 60, and has a predetermined play. And a synchronizer ring 64 rotated together with the shifting key 62, and a cone portion 68 provided on the input gear 66 of the transmission gear pair 46a. A spline tooth 70 is provided on the inner peripheral surface of the clutch hub sleeve 50a, is spline-fitted to the input shaft 42, and is always rotated integrally with the input shaft 42. The clutch hub sleeve 50a is shown in FIG. When the synchronizer ring 64 is moved to the right, the synchronizer ring 64 is pressed by the cone portion 68 via the shifting key 62 to be tapered into engagement, and power is transmitted to the input gear 66 by friction therebetween. become. When the clutch hub sleeve 50a is further moved rightward, the spline teeth 70 mesh with the spline teeth 72 provided on the synchronizer ring 64 and the spline teeth 74 provided on the input gear 66, as shown in FIG. As a result, the input shaft 42 and the input gear 66 are integrally connected, and power is transmitted through the transmission gear pair 46a. 3 shows a state in which the synchronous meshing clutch 48a is disconnected, and FIG. 4 shows a state in which the synchronous meshing clutch 48a is connected. FIG. 3 (a) is a sectional view of one plane including the axis, and FIG. 3 is a developed view of the clutch hub sleeve 50a excluding the cylindrical portion when the state of FIG.
[0024]
The other synchronous meshing clutches 48b to 48e have substantially the same configuration as the synchronous meshing clutch 48a, except that the clutch hub sleeve 50b is common to the synchronous meshing clutches 48b and 48c, and the clutch hub sleeve 50c is the synchronous meshing clutch 48d. And 48e.
[0025]
The differential gear device 18 is of a bevel gear type. Drive shafts 82R and 82L are connected to a pair of side gears 80R and 80L by spline fitting or the like, and left and right front wheels (drive wheels of the vehicle) 84R. 84L is driven to rotate.
[0026]
FIG. 5 is a block diagram illustrating a control system of the vehicle drive device 10 according to the present embodiment, and includes an electronic control unit (Electronic Control Unit) 110 for engine control and shift control. The electronic control unit 110 includes a microcomputer, performs signal processing according to a program stored in advance in a ROM while utilizing a temporary storage function of a RAM, and executes a signal processing of the engine 12, the automatic clutch 14, and the transmission 16 in accordance with a program. Execute control. The electronic control unit 110 includes an ignition switch 120, an engine speed (N _E ) Sensor 122, vehicle speed (V) sensor 124, throttle valve opening (θ _TH ) Sensor 126, intake air amount (Q) sensor 128, intake air temperature (T _A ) Sensor 130, engine cooling water temperature (T _W ) Sensor 132, lever position (P _L ) Sensor 134, accelerator operation amount (θ _ACC ) Sensor 136, brake switch 138, input shaft rotation speed (N _IN : Rotation speed of input shaft 42) sensor 140, clutch stroke (S _CL ) Sensor 142, select stroke (S _SE ) Sensor 144, shift stroke (S _SH ) The sensor 146 and the like are connected, and the operating position of the ignition switch 120 and the engine speed N _E , Vehicle speed V (rotation speed N of output shaft 44) _OUT And the opening θ of the electronic throttle valve 156 (corresponding to the average value of the rotational speeds of the front wheels (drive wheels of the vehicle) 84R and 84L). _TH , Intake air amount Q, intake air temperature (outside air temperature) T _A , Engine cooling water temperature T _W , The lever position P which is the operating position of the shift lever 160 (see FIG. 6). _L , Accelerator pedal operation amount θ _ACC , Foot brake ON / OFF, input shaft rotation speed N _IN , The stroke of the automatic clutch 14, that is, the stroke amount S of the piston of the clutch release cylinder 34. _CL , Stroke amount S of the select actuator 96 _SE , The stroke amount S of the shift actuator 98 _SH And so on. Accelerator operation amount θ _ACC Corresponds to a torque request amount, and the accelerator pedal corresponds to a torque request operation member operated according to the driver's torque request amount. Also, the stroke amount S of the shift actuator 98 _SH Corresponds to the movement stroke of the clutch hub sleeves 50a to 50c of the synchronous meshing clutches 48a to 48e, and determines whether or not the splines 70 to 74 of the synchronous meshing clutches 48a to 48e are engaged with the gears, in other words, the shifting of the transmission 16 is completely completed. It can be determined whether or not it has been done.
[0027]
The starter (electric motor) 150 is rotationally driven in accordance with the above signal to start the engine 12, control the fuel injection amount and injection timing of the fuel injection valve 152, and control the ignition timing of the ignition plug by the igniter 154. Or the opening degree θ of the electronic throttle valve 156 by a throttle actuator such as an electric motor. _TH By controlling the opening and closing of the engine 12, the output state of the engine 12 is electrically controlled. Further, the operation state of the clutch release cylinder 34 is switched by controlling the operation of the oil pump 92 of the hydraulic circuit 90, and by controlling the switching of the clutch solenoid valve 94, the select solenoid valve 102, and the shift solenoid valve 104. In addition to electrically performing the disconnection, connection control, and engagement torque control of the automatic clutch 14, the operation state of the select actuator 96 and the shift actuator 98 is switched to electrically perform the shift control of the transmission 16.
[0028]
The shift lever 160 is disposed, for example, beside the driver's seat, and as shown in FIG. 6, for example, an “R (reverse)” position, an “N (neutral)” position, a “D (drive)” position, And four (S) (sequential) operation positions are selected and held, and at the "S" position, the positions are shifted to "(-)" and "(+)" positions provided in the front-rear direction of the vehicle. The lever position sensor 134 detects the operation position (lever position) by, for example, a plurality of ON-OFF switches arranged at each operation position. When the shift lever 160 is operated to the “R” position, the transmission 16 is switched to the reverse gear, and when it is operated to the “N” position, the transmission is switched to the power transmission cutoff state (neutral). Further, at the D position, for example, the actual driving wheel vehicle speed V and the throttle opening θ are obtained from the previously stored shift diagram shown in FIG. _TH Is automatically switched such that the shift determined on the basis of is realized. In the “S” position, a sequential mode in which a plurality of forward gears are manually changed according to the driver's intention to shift is established, and the shift lever 160 is moved to the “(+)” position or the “(−)” position. When operated, the plurality of forward gears of the transmission 16 are raised and lowered. The “(+)” position is an up position, and the speed is shifted up by one operation, that is, the speed is shifted one step toward the high speed step with a smaller gear ratio e, while the “(−)” position is a down position. Each time the operation is performed, the shift speed is shifted down, that is, the shift speed is shifted by one speed toward the low speed speed side where the gear ratio e is large. The “(−)” position and “(+)” position provided before and after the “S” position are both unstable, and the “(−)” position and the “(+)” position were operated. The shift lever 160 is automatically returned to the "S" position by a biasing device such as a spring.
[0029]
The electronic control unit 110 executes automatic shift control and manual shift control. For example, the automatic shift operation is determined in accordance with a shift output determined from a previously stored shift diagram shown in FIG. 7 or a shift command by operating the shift lever 160 to the "(+)" position or the "(-)" position. In the following procedure. First, after the automatic clutch 14 is released and the output of the engine 12 is temporarily reduced by, for example, closing control of the electronic throttle valve 156, the select actuator 96 and the shift actuator 98 are operated so as to release the previous gear. Then, the selector actuator 96 and the shift actuator 98 are operated to establish the gear position determined by the shift or commanded by the shift lever 160, and then the automatic clutch 14 is connected and the output of the engine 12 is returned.
[0030]
FIGS. 8 and 9 are diagrams for explaining a main part of the control function of the electronic control unit 110. FIG. 8 illustrates a control function for determining a slip period of the wheels 84L and 84R that are driving wheels of the vehicle. FIG. 9 is a diagram illustrating a control function for determining a lock period of the wheels 84L and 84R.
[0031]
In FIG. 8, the shift control means 164 determines whether the shift output is determined from the previously stored shift diagram shown in FIG. 7 or the "(+)" position or "(-)" of the shift lever 160, as described above. The automatic shift operation is performed in a predetermined procedure according to the shift command by the operation to the "" position. Further, while the slip period of the wheels 84L and 84R is determined by the idling period determination unit 166, the shift control unit 164 temporarily inhibits, for example, the above-described automatic shift operation, and holds the gear at that time.
[0032]
The idling period determining means 166 determines the time from the start of slipping to the end of slipping of the front wheels 84L and 84R that occurs when the vehicle is started or accelerated on a low μ road (a road having a low friction coefficient) such as a frozen road or a snow-covered road. The idling period is determined and transmitted to the shift control means 164. The idling period determining unit 166 includes a driving wheel rotational speed change rate calculating unit 168, an idling start determining unit 170, a zero-crossing determining unit 172, and an idling end determining unit 174.
[0033]
The drive wheel rotational speed change rate calculating means 168 calculates the vehicle speed V (the rotational speed N of the output shaft 44) detected by the vehicle speed (V) sensor 124. _OUT And a change rate of the drive wheel rotation speed, that is, a change rate dV / dt of the drive wheel vehicle speed, based on the signals. Normally, the vehicle speed V is sampled (sampled) at a constant unit cycle, so that the change rate dV / dt [= (V _n -V _n-1 ) / Dt] is the vehicle speed V _n From the previous vehicle speed V _n-1 ΔV (= V _n -V _n-1 ) May be used. Further, the vehicle speed (V) sensor 124 may detect the rotation speed of each of the drive wheels (front wheels) 84L and 84R. In this case, the change rate dV / dt of the driving wheel vehicle speed is also calculated for each of the driving wheels 84L and 84R.
[0034]
The idling start determination means 170 determines the rotation speed N of the output shaft 44. _OUT Is preferably calculated based on whether or not the vehicle speed has rapidly increased, ΔV (= V _n -V _n-1 ), It is determined whether the drive wheels 84L and 84R have started slipping. For example, t in the time chart of FIG. ₁ As shown at the time, the determination is made based on the fact that the change rate ΔV of the drive wheel vehicle speed has exceeded a preset rise determination value J1. This rise determination value J1 is set to a value higher than the zero value by a predetermined value. The zero-crossing determining means 172 determines whether or not the rate of change ΔV of the drive wheel vehicle speed that rapidly increases at the beginning of the slip and then decreases passes (crosses) the zero value. For example, t in the time chart of FIG. ₂ As shown at the time point, the determination is made based on the fact that the change rate ΔV of the driving wheel vehicle speed has passed, that is, has fallen below, the preset zero-crossing determination value J2. The zero-crossing determination value J2 is set to a value near the zero value, preferably a predetermined value lower than the zero value. The idling end determination means 174 determines the rotation speed N of the output shaft 44. _OUT Of the drive wheels 84L and 84R is determined based on whether or not the sudden increase of the change rate ΔV of the drive wheel vehicle speed calculated from the sudden increase has converged. I do. For example, t in the time chart of FIG. ₃ As shown at the time, the determination is made based on the fact that the negative rate of change ΔV of the drive wheel vehicle speed after the zero crossing exceeds the idling end determination value J3 set near zero. The idling end determination value J3 is set to a value near the zero value, preferably a predetermined value lower than the zero value, in order to determine that the negative drive wheel vehicle speed change rate ΔV has reached a value near zero.
[0035]
In FIG. 9, the wheel lock period determination means 180 is generated during a braking operation during traveling on a low μ road (a road with a low friction coefficient road) such as a frozen road or a snow-covered road, or during a sudden braking operation during high-speed traveling. A lock period from the start of locking (stopping rotation) of the wheels 84L and 84R to the end of locking is determined and transmitted to the shift control means 164. The shift control unit 164 temporarily inhibits, for example, a normal automatic shift control operation while the wheel lock period determining unit 180 determines the lock period of the wheels 84L and 84R, and holds the gear at that time. I do. The wheel lock period determination unit 180 includes, for example, a brake switch determination unit 182, a wheel lock start determination unit 184, a normal lock end determination unit 186, an elapsed time after brake off determination unit 188, a re-acceleration operation determination unit 190, and an on-failure. Time lock end determination means 192, re-acceleration operation determination means 194, re-acceleration operation elapsed time determination means 196, off-fail lock end determination means 198, re-acceleration operation determination means 200, and re-acceleration operation elapsed time determination means 202. I have.
[0036]
The brake switch determination means 182 is based on a signal indicating ON / OFF of the foot brake from a brake switch 138 which is turned off when the brake pedal is at the original position but turned on when the depressing operation is performed. It is determined whether the brake switch 138 is ON or OFF. The wheel lock start determining means 184 determines that the lock of the wheels 84L and 84R has been started at time t in the time chart of FIG. ₁ As shown at the time, the determination is made based on the occurrence of a sudden decrease in the drive wheel speed detected when the change rate ΔV of the drive wheel speed falls below a preset rapid decrease determination value J4.
[0037]
The normal lock end determination means 186 is a lock end determination algorithm used when the brake switch 138 is on when the wheel lock start determination means 184 detects wheel lock. The normal lock end determination means 186 determines whether the elapsed time after the brake switch 138 has been turned off exceeds a first elapsed time determination value T1, which is set in advance to, for example, about 300 ms, that is, the drive wheel vehicle speed reaches the actual vehicle speed. Elapsed time after brake off determining means 188 for determining whether or not the vehicle has almost returned, and whether or not a re-acceleration operation has been performed, for example, accelerator opening θ _TH Is a first acceleration operation determination value θ preset to, for example, about 5%. ₁ A re-acceleration operation determining means 190 for determining whether or not the elapsed time has elapsed since the brake switch 138 was turned off by the elapsed time after brake off determining means 188. When it is determined that T1 has been exceeded and the re-acceleration operation determining means 190 determines that the re-acceleration operation has been performed, the end of the wheel lock is determined.
[0038]
The on-failure lock end determination means 192 is a lock end determination algorithm used when the brake switch 138 is on when the wheel lock start determination means 184 detects wheel lock. If the brake switch 138 is normal, a re-acceleration operation is performed after the elapsed time after the brake switch 138 is turned off exceeds a first elapsed time determination value T1 set in advance by the normal lock end determination means 186. Therefore, the on-failure lock end determination means 192 determines the end of the wheel lock only when the brake switch 138 remains on while the on-failure occurs. The on-failure lock end determination means 192 determines whether or not the re-acceleration operation is being performed, for example, the accelerator opening degree θ. _TH Is a second acceleration operation determination value θ preset to, for example, about 5%. ₂ Re-acceleration operation determining means 194 for determining whether or not the re-acceleration operation has been determined based on whether the re-acceleration operation has been determined by the re-acceleration operation determination means 194, for example. A re-acceleration operation elapsed time determination unit 196 that determines whether or not the time has exceeded T2. The state in which the re-acceleration operation has been determined by the re-acceleration operation elapsed time determination unit 196 exceeds the second elapsed time determination value T2. When it is determined that the wheel lock has been performed, the end of the wheel lock is determined.
[0039]
The off-failure lock end determination means 198 is a lock end determination algorithm used when the brake switch 138 is off when the wheel lock start determination means 184 detects a wheel lock. If the brake switch 138 is normal, a re-acceleration operation is performed after the elapsed time after the brake switch 138 is turned off exceeds a first elapsed time determination value T1 set in advance by the normal lock end determination means 186. Therefore, the off-failure-time lock end determining means 198 determines the end of the wheel lock only when the brake switch 138 remains off in the off-fail state. The off-failure lock end determination means 198 determines whether or not the re-acceleration operation is being performed, for example, the accelerator opening degree θ. _TH Is a third acceleration operation determination value θ preset to, for example, about 5%. ₃ Re-acceleration operation determining means 200 that determines based on whether or not the time has exceeded a third elapsed time determination value that is set in advance to, for example, about 300 ms by the re-acceleration operation determination means 200 A re-acceleration operation elapsed time determination unit 202 for determining whether or not the time has exceeded T3; the state in which the re-acceleration operation is determined by the re-acceleration operation elapsed time determination unit 200 exceeds the third elapsed time determination value T3 When it is determined that the wheel lock has been performed, the end of the wheel lock is determined. The first elapsed time determination value T1, the second elapsed time determination value T2, and the third elapsed time determination value T3 may be the same value or different values. Further, the first acceleration operation determination value θ ₁ , The second acceleration operation determination value θ ₂ , The third acceleration operation determination value θ ₃ May be the same value or different values.
[0040]
12 and 13 are flowcharts for explaining a main part of the control operation of the electronic control unit 110. FIG. 12 shows a control routine for determining a slip period of the wheels 84L and 84R that are driving wheels of the vehicle. FIG. 13 shows a control routine for determining the lock period of the wheels 84L and 84R.
[0041]
In FIG. 12, in step (hereinafter, step is omitted) SA1, an idling determination flag F is set by a step (not shown) corresponding to the idling start determining means 170. _K Is "1" or not, that is, the idling determination flag F _K It is determined whether or not is turned on. If the determination at SA1 is denied, this routine is terminated. If the determination is affirmed, at SA2 corresponding to the zero-crossing determination means 172, the vehicle speed change rate ΔV is set to a predetermined zero-crossing determination value J2. Is determined. Initially, the determination at SA2 is denied, so the return determination preparation flag F is set at SA3. _KEJ Is cleared to "0", the return determination preparation flag F _KEJ Is turned off, in SA4, the guard period T set in advance for the elapsed time after the start of idling is determined. _B It is determined whether or not the above has elapsed. If the determination at SA4 is negative, the idling detection state is continued at SA5.
[0042]
If the determination at SA2 is affirmative, the return determination preparation flag F is set at SA6. _KEJ Is set to "1", the return determination preparation flag F _KEJ Is turned on, it is determined in SA7 whether or not the vehicle speed change rate ΔV has become equal to or greater than a preset idling end determination value J3. T in FIG. ₂ The time point indicates this state. Initially, the determination in SA7 is denied, and in SA8, the guard time T set in advance is the elapsed time after the start of idling or the elapsed time after the zero-crossing determination. _A It is determined whether or not the above has elapsed. If the determination at SA8 is negative, the steps following SA6 are repeatedly executed.
[0043]
While such steps are repeatedly executed, if the determination of SA7 is affirmed when the vehicle speed change rate ΔV exceeds the preset idling end determination value J3, the elapsed time after the idling start determination or the zero-crossing determination is performed. A guard period T for which a later elapsed time is set in advance _A If the determination of SA8 is affirmed after the above, or the elapsed time after the determination of the idling start is set to the guard period T set in advance. _B If the determination in SA4 is affirmed after the above, a determination of return from the idling determination state, that is, a determination of termination of idling is performed in SA9. T in FIG. ₃ The time point indicates this state. In this embodiment, SA7 and SA9 correspond to the idling end determination means 174. Incidentally, the two-dot chain line in FIG. 10 indicates the conventional operation, and t ₂ At that time, the idling end determination was made.
[0044]
Referring to FIG. 13, in SB1, when the wheel lock start determining means 184 determines that the wheel lock has started, the brake switch determining means 182 determines whether or not the brake switch 138 is on. If this determination is affirmative, it is determined in SB2 whether the brake switch 138 is off. If the determination at SB2 is affirmative, after the first timer A for counting the elapsed time after the determination of the brake switch 138 being turned off is performed at SB3, the elapsed time after brake off determination means 188 is performed. In corresponding SB4, it is determined whether or not the elapsed time after the brake switch 138 is determined to be off by the brake switch determination means 182 is equal to or longer than a first elapsed time determination value T1 set to, for example, about 300 ms. If the determination at SB4 is affirmative, at SB5 corresponding to the re-acceleration operation determination means 190, the accelerator opening θ _TH Is a first acceleration operation determination value θ preset to, for example, about 5%. ₁ The presence or absence of a re-acceleration operation is determined based on whether or not the above has occurred. If the determination in SB5 is negative, the wheel lock continuation determination is made in SB6, but if affirmative, in SB7, the return from the wheel lock, that is, the end of the wheel lock is determined. For example, t in FIG. ₄ The time point indicates this state. The first acceleration operation determination value θ ₁ It is necessary that the drive wheels 84L and 84R whose rotational speeds have been reduced to substantially zero due to the lock state return to the rotational speed equivalent to the original actual vehicle speed, that is, the rotational speed commensurate with the vehicle speed, by releasing the brake. This is an experimentally determined value. In the present embodiment, the above SB3, SB4, SB5 and SB7 correspond to the normal lock end determination means.
[0045]
If the determination at SB2 is negative, SB9 is executed immediately after the contents of the first timer A are cleared at SB8, and if the determination at SB4 is negative. At SB9 corresponding to the re-acceleration operation determination means 194, the accelerator opening θ _TH Is a second acceleration operation determination value θ preset to, for example, about 5%. ₂ The presence or absence of a re-acceleration operation is determined based on whether or not the above has occurred. If the determination at SB9 is negative, the second timer B is cleared at SB10, but if affirmative, the count of the second timer B for counting the time elapsed from the re-acceleration operation is made at SB11. Be executed. Then, in SB12 corresponding to the elapsed time after re-acceleration operation determining means 196, it is determined whether the elapsed time from the re-acceleration operation has exceeded a second elapsed time determination value T2 set in advance to, for example, about 300 ms. You. If the determination in SB12 is negative, the wheel lock continuation determination is made in SB6, but if affirmative, the return from the wheel lock, that is, the end of the wheel lock, is determined in SB7. T in FIG. ₄ The time point indicates this state. In the present embodiment, the above SB9, SB11, SB12 and SB7 correspond to the on-failure lock end determination means.
[0046]
If the determination in SB1 is negative, the accelerator opening θ is determined in SB13 corresponding to the re-acceleration operation determination means 200. _TH Is a third acceleration operation determination value θ preset to, for example, about 5%. ₃ The presence or absence of a re-acceleration operation is determined based on whether or not the above has occurred. If the determination in SB13 is negative, the third timer C is cleared in SB14, but if affirmative, the count of the third timer C for counting the elapsed time from the re-acceleration operation is determined in SB15. Be executed. Then, in SB16 corresponding to the elapsed time after re-acceleration operation determining means 202, it is determined whether or not the elapsed time from the re-acceleration operation exceeds a third elapsed time determination value T3 set in advance to, for example, about 300 ms. You. If the determination in SB16 is negative, the wheel lock continuation determination is made in SB6, but if affirmative, the return from the wheel lock, that is, the end of the wheel lock, is determined in SB7. T in FIG. ₄ The time point indicates this state. In the present embodiment, the above SB13, SB15, SB16 and SB7 correspond to the on-failure lock end determination means.
[0047]
As described above, according to the present embodiment, the idling start determining unit 170 determines that the driving wheels 84L and 84R have started to spin based on the rapid increase in the rotational speed of the driving wheels 84L and 84R, and then determines the idling end. According to 174, the drive wheel idling is not performed until the end of idling of the drive wheels 84L and 84R is determined based on the fact that the rate of change ΔV of the rotational speed of the drive wheels 84L and 84R once approaches the zero value after the zero crossing. Period. The end of the idle rotation of the drive wheel is determined based on the fact that the rate of change ΔV of the drive wheel rotational speed once approaches the zero value after zero-crossing once, and immediately after the end of the idle rotation determination, the idle rotation of the drive wheel is stopped. It does not remain and can be started and accelerated at the appropriate gear during re-acceleration operation, so there is a lack of driving force during re-acceleration operation and a busy shift due to downshifting related to further depression of the accelerator pedal. Does not occur.
[0048]
Further, according to the present embodiment, the rate of change ΔV of the rotational speed of the drive wheels 84L and 84R is equal to the rotational speed V _n From the rotation speed V of the drive wheel a predetermined section before the predetermined point in time. _n-1 The idling end determining means 174 determines whether the change rate ΔV of the rotational speed of the drive wheel exceeds the idling end determination value J3 set to a negative value close to zero. Therefore, the idling of the drive wheels 84L and 84R is determined, so that the idle rotation of the drive wheels does not remain after the end of the idling is determined, and the vehicle can be started and accelerated at an appropriate gear during re-acceleration operation. Further, the idling end determination is easily performed by a simple calculation.
[0049]
Further, according to the present embodiment, the idling start determination means 170 determines the drive wheels 84L and 84R based on the fact that the rate of change ΔV of the rotational speed of the drive wheels 84L and 84R has exceeded a preset rise determination value J1. Is determined, the slip start of the drive wheels 84L and 84R is reliably and promptly determined.
[0050]
Further, according to the present embodiment, the vehicle control device changes the gear position of the automatic transmission 16 provided in the vehicle to the vehicle speed V and the throttle opening θ. _TH This is a shift control device that automatically switches gears based on the following formula. While the idle period determination unit 166 determines the idle period of the drive wheels 84L and 84R, the shift of the automatic transmission 16 is prohibited. The gear stage is appropriately switched by the shift control.
[0051]
Further, according to the present embodiment, after the lock start determination unit 184 determines the lock start based on the rotation of the drive wheels 84L and 84R, the normal lock end determination unit 186 activates the brake for operating the vehicle braking device. The elapsed time A from when the brake operation of the pedal is released exceeds the first determination time T1 set in advance and the accelerator opening θ _TH Is the predetermined value θ ₁ The period until the lock end of the drive wheel is determined based on the above operation is defined as the drive wheel lock period. The locking of the driving wheels is terminated when the elapsed time A from when the braking operation of the brake pedal is released exceeds the first determination time T1 set in advance and the accelerator opening θ _TH Is the predetermined value θ ₁ Since the operation is performed based on the above operation, the rotation speed of the drive wheel is returned to a speed corresponding to the actual vehicle speed at the time of the lock end determination, so that during the re-acceleration operation, an appropriate gear position As a result, the vehicle is not responding for a predetermined time after the operation of the accelerator pedal, so that the inconvenience of giving the driver a sense of discomfort is eliminated.
[0052]
Further, according to the present embodiment, the brake switch 138 for detecting the braking operation of the brake pedal is provided, and the normal lock end determining means 186 determines whether the lock start determining means 184 has determined that the driving of the drive wheel has been locked. When the brake operation of the brake pedal is detected by the brake switch 138, the elapsed time A after the release of the brake operation of the brake pedal for operating the braking device of the vehicle exceeds the first determination time T1 set in advance. And accelerator opening θ _TH Is the predetermined value θ ₁ The end of the lock of the drive wheel is determined based on the above operation. In this case, since the condition that the brake pedal is operated at the time of the determination of the start of the lock of the drive wheel is a condition, the drive wheel is locked when the brake operation of the brake pedal is released. The dispersion of the return time until the rotation corresponding to the vehicle speed is reduced, and the rotation speed of the drive wheels 84L and 84R is almost returned to the speed corresponding to the vehicle speed at the time of determining the lock end of the drive wheels.
[0053]
Further, according to the present embodiment, the brake switch 138 for detecting the braking operation of the brake pedal is provided, and the on-failure lock end determination means 192 determines whether the lock start of the drive wheels 84L and 84R has been started by the lock start determination means 184. When the brake operation of the brake pedal is detected by the brake switch 138 at the time of the _TH Is the predetermined value θ ₂ Since the lock end of the drive wheel is determined based on the fact that the operated state has exceeded the second determination time T2 set in advance, it indicates that the brake switch 138 detects the braking operation, for example. Even in the case of a failure (on-fail) state in which a signal is continuously output, the lock termination of the drive wheels 84L and 84R is suitably determined.
[0054]
Further, according to the present embodiment, the brake switch 138 for detecting the braking operation of the brake pedal is provided, and the lock-failure determination unit 198 when off-fail is determined by the lock-start determination unit 184 when the lock start of the drive wheel is determined. If the brake operation of the brake pedal is not detected by the brake switch, the accelerator opening θ _TH Is the predetermined value θ ₃ Since the lock end of the drive wheel is determined based on the fact that the state operated as described above exceeds the third determination time T3 set in advance, for example, the brake switch 138 is operated in spite of the braking operation. Even if a failure (off-fail) state occurs in which a signal indicating detection of the drive wheel 84L is not output, it is appropriately determined that the drive wheels 84L and 84R have been locked.
[0055]
Although the embodiment of the present invention has been described in detail with reference to the drawings, this is merely an embodiment, and the present invention is embodied in various modified and improved forms based on the knowledge of those skilled in the art. Can be.
[0056]
For example, in the embodiment of FIG. 13 described above, the first determination time T1, the second determination time T2, and the third determination time T3 may be functions of the vehicle speed V. The first determination time T1 may be determined based on a function (relation) set to increase as the vehicle speed V increases, based on the driving wheel speed at the time of lock determination or the actual vehicle speed. For example, if the driving wheel vehicle speed V at the time of lock determination is 40, 80, or 120 km / h, the speed is determined to be 100, 200, or 300 ms. The actual vehicle speed is the speed of the non-driving wheel calculated from the rotation of the non-driving wheel, the average vehicle speed obtained from the rotation speed of all (4) wheels, and the ground vehicle speed measured using an ultrasonic sensor or the like. For example, the actual moving speed of the vehicle is used.
[0057]
Further, in the above-described embodiment, the normal lock end determination unit 186 determines that the elapsed time since the braking operation of the brake pedal for operating the braking device of the vehicle is released exceeds the first determination time set in advance, and The lock end of the drive wheel is determined based on the operation of the accelerator opening equal to or more than the predetermined value. However, the rotational speed of the drive wheel of the vehicle almost returns to a value corresponding to the actual vehicle speed and the accelerator is released. The termination of the lock of the drive wheels may be determined based on the operation of the opening degree that is equal to or more than the predetermined value.
[0058]
The above-described idling start determination means 170 determines the rotational speed N of the output shaft 44. _OUT Change rate ΔV (= V _n -V _n-1 ) Has exceeded the rise determination value J1, the slip start of the drive wheels 84L and 84R has been determined, but the rotation speed N of the output shaft 44 has been determined. _OUT May be determined based on the amount of change in. The above-described wheel lock start determination means 184 determines the rotation speed N of the output shaft 44. _OUT Change rate ΔV (= V _n -V _n-1 ) Is less than the fall determination value J4, the lock start of the drive wheels 84L and 84R is determined, but the rotation speed N of the output shaft 44 is determined. _OUT May be determined based on the amount of change in.
[0059]
Also, the transmission 16 of the above-described embodiment is a constant-mesh parallel-shaft automatic transmission with an automatic clutch, but a multi-stage automatic transmission including a plurality of sets of planetary gear units, or a continuously variable transmission ratio. It may be a continuously variable transmission that can be changed.
[0060]
In the above-described embodiment, the idling period determination unit in FIG. 8 and the lock period determination unit in FIG. 9 are provided in a common vehicle. However, they may be provided in different vehicles.
[0061]
The above is merely an embodiment of the present invention, and various changes and improvements can be made to the present invention without departing from the gist of the present invention.
[Brief description of the drawings]
FIG. 1 is a skeleton diagram showing a schematic configuration of a drive device of a vehicle including a control device according to an embodiment of the present invention.
FIG. 2 is a diagram illustrating an example of an automatic clutch of the drive device of FIG.
FIG. 3 is a view for explaining a synchronous meshing clutch of the transmission shown in FIG. 1, and is a view showing a state at the time of disconnection.
FIG. 4 is a view for explaining a synchronous meshing clutch of the transmission shown in FIG. 1, showing a state at the time of connection.
FIG. 5 is a block diagram illustrating a control system of the drive device of FIG.
FIG. 6 is a perspective view showing an example of a shift lever in the drive device of FIG.
FIG. 7 is a diagram showing a previously stored shift diagram used for automatic shift control in the electronic control device of FIG. 5;
8 is a diagram illustrating a main part of a control function of the electronic control device of FIG. 5, and is a diagram illustrating a control function of determining a slip period of a drive wheel.
9 is a diagram illustrating a main part of a control function of the electronic control device in FIG. 5, and is a diagram illustrating a control function for determining a lock period of a driving wheel.
10 is a time chart illustrating a control operation of determining a slip period of a drive wheel by the electronic control device of FIG. 5;
11 is a time chart illustrating a control operation of determining a lock period of a driving wheel by the electronic control device of FIG. 5;
12 is a flowchart illustrating a control operation for determining a slip period of a drive wheel by the electronic control device of FIG. 5;
13 is a flowchart illustrating a control operation of the electronic control device of FIG. 5 for determining a lock period of a driving wheel.
[Explanation of symbols]
12: Engine
14: Automatic clutch
16: Transmission (Synchronous mesh transmission)
110: Electronic control unit
166: idling period determination means
170: idling start determination means
174: idling end determination means
180: Wheel lock period determination means
184: wheel lock start determination means
186: Normal lock end determination means (lock end determination means)
192: On-failure lock end determination means (lock end determination means)
198: Off-fail lock end determination means (lock end determination means)

Claims (9)

A vehicle control device of a type that includes idle period determining means for determining an idle period of a driving wheel, and performs control different from that during non-idling when the idle period of the drive wheel is determined by the idle period determining means. And the idling period determining means includes:
An idling start determining unit that determines an idling start of the driving wheel based on a rapid increase in a rotation speed of the driving wheel;
An idling end determining means for judging the end of idling of the drive wheel based on approaching the zero value again after the rate of change of the rotational speed of the drive wheel once crosses zero. Control device. The change rate of the rotation speed of the drive wheel is calculated by subtracting the rotation speed of the drive wheel a predetermined time period earlier than the predetermined time from the rotation speed of the drive wheel at a predetermined time,
The idling end determining means determines the idling end of the drive wheel based on a change rate of the rotational speed of the drive wheel exceeding a negative end value set to a negative value close to zero. The vehicle control device according to claim 1. The vehicle according to claim 1, wherein the idling start determination unit determines the start of idling of the drive wheel based on a change rate of a rotational speed of the drive wheel exceeding a preset rise determination value. Control device. The vehicle control device is a shift control device that automatically switches the gear position of the automatic transmission provided in the vehicle based on the vehicle speed and the throttle opening, and the idle period determination unit determines the idle period of the drive wheel. The vehicle control device according to any one of claims 1 to 3, wherein the shift of the automatic transmission is prohibited during the operation. A lock period determination unit that determines a lock period of the drive wheel where the driving wheel stops during traveling is provided, and when the lock period of the drive wheel is determined by the lock period determination unit, control that is different from that in the unlocked state is performed. The control device for a vehicle of the type, wherein the lock period determination means,
Lock start determining means for determining lock start of the drive wheel based on a rapid decrease in rotation of the drive wheel,
Lock end determining means for determining that the drive wheels have been locked based on the rotational speed of the drive wheels having substantially returned to a value corresponding to the actual vehicle speed and operating the accelerator opening at or above a predetermined value. And a control device for a vehicle. The lock end determination means determines that the elapsed time from the release of the braking operation of the brake pedal for operating the braking device of the vehicle exceeds the first determination time set in advance and that the accelerator opening is operated by a predetermined value or more. 6. The vehicle control device according to claim 5, wherein the end of the lock of the drive wheel is determined based on the above. A brake switch for detecting a braking operation of the brake pedal is provided,
The lock end determining means is configured to operate a braking device of the vehicle when a brake operation of the brake pedal is detected by a brake switch when the lock start determining means determines that the driving wheel is to be locked. The lock termination of the drive wheel is determined based on the fact that the elapsed time from the release of the braking operation of the pedal exceeds a first determination time set in advance and the accelerator opening is operated by a predetermined value or more. The vehicle control device according to claim 5 or 6. A brake switch for detecting a braking operation of the brake pedal is provided,
The lock end determination unit is configured to determine that the accelerator opening is equal to or greater than a predetermined value if the brake operation of the brake pedal is detected by a brake switch when the lock start determination unit determines that the drive wheel is to be locked. The vehicle control device according to any one of claims 5 to 7, wherein the lock of the drive wheels is determined based on a state in which the operation has been performed for a time exceeding a second determination time set in advance. A brake switch for detecting a braking operation of the brake pedal is provided,
The lock end determination means is configured to determine that the accelerator opening is equal to or greater than a predetermined value if the brake operation of the brake pedal is not detected by a brake switch when the lock start determination means determines that the drive wheel is to be locked. 9. The vehicle control device according to claim 5, wherein the control unit determines whether the drive wheel has been locked or not based on a state in which the drive wheel has been operated for a time exceeding a third determination time set in advance.

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