JP2022079497A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control device capable of preventing a starting failure of a vehicle on a compressed snow slope road and the like, improving acceleration performance, and preventing a deceleration feeling to a driver.

SOLUTION: A traction control portion increases a slip amount threshold value so that traction control action is prohibited or becomes hard to be executed, after the change amount of accelerator operation of a driver becomes a positive value during a predetermined period and when the acceleration of a vehicle during the execution of the traction control action is a predetermined threshold value or less and a vehicle sped is a predetermined vehicle threshold value or more.

SELECTED DRAWING: Figure 2

COPYRIGHT: (C)2022,JPO&INPIT

Description

The present invention relates to a vehicle control device.

Conventionally, the technique described in Patent Document 1 is known as a control device for a vehicle mounted on a vehicle such as an automobile. The technique described in Patent Document 1 is to suppress drive wheel slip when the actual slip ratio exceeds a predetermined set slip ratio in the driving force control means when the drive wheels get stuck in muddy water or deep snow. Driving force reduction control is performed. Further, in the technique described in Patent Document 1, even if the driving force reduction control is performed, the state in which the accelerator operation amount is equal to or more than a predetermined value and the vehicle body speed is equal to or less than a predetermined value is set in a predetermined predetermined time. If it continues, the driving force reduction control is prohibited.

Special Fair 07-108633 Gazette

However, in the technique described in Patent Document 1, when a vehicle travels on a snow-packed hill, for example, the vehicle cannot accelerate or stalls even though the driver has an intention to accelerate for the following two reasons. There was a problem that the situation continued to occur.

The first reason is to prevent engine stall when the engine rotation speed decreases due to the execution of traction control (driving force reduction control) when the control described in Patent Document 1 is performed in a vehicle equipped with a manual transmission. Therefore, the control to release the clutch is continuously performed.

The second reason is that if the vehicle is moving but the speed is higher than the vehicle speed that prohibits traction control, the engine torque is reduced, or as a result of prohibiting traction control when the vehicle speed is 0 km / h. This is because the initial slip when the vehicle starts cannot be suppressed and the vehicle cannot escape from the stack.

The present invention has been made by paying attention to the above-mentioned problems, and can prevent a vehicle from starting poorly on a snow-packed icy road or the like, can improve acceleration performance, and can prevent the driver from giving a feeling of deceleration. It is intended to provide a vehicle control device.

The present invention is mounted on a vehicle equipped with an engine and a wheel rotation speed detection sensor that detects the rotation speed of each wheel as the wheel rotation speed, and calculates the slip amount of the wheel based on the wheel rotation speed. A vehicle control device including a traction control unit that executes at least a traction control operation for adjusting the engine torque of the engine when the slip amount exceeds a predetermined slip amount threshold. The traction control unit is a vehicle control device. When the acceleration of the vehicle during execution of the traction control operation is equal to or less than the predetermined acceleration threshold and the vehicle speed is equal to or higher than the predetermined vehicle speed threshold after the amount of change in the accelerator operation of the driver becomes a positive value in a predetermined period. The slip amount threshold is increased so that the traction control operation is prohibited or difficult to be executed.

As described above, according to the present invention described above, it is possible to prevent a vehicle from starting poorly on a snow-packed icy road or the like, improve acceleration performance, and prevent the driver from giving a feeling of deceleration.

FIG. 1 is a block diagram of a vehicle provided with a control device according to an embodiment of the present invention. FIG. 2 is a flowchart illustrating the operation of the vehicle control device according to the embodiment of the present invention. FIG. 3 is a control map that defines the correlation between the target slip amount and the vehicle speed used in the vehicle control device according to the embodiment of the present invention. 4 (A) to 4 (E) show that a predetermined time, which is a threshold value of the clutch opening time, is changed according to the amount of change in accelerator opening, accelerator opening, road surface inclination, road surface friction coefficient, and vehicle yaw rate. It is a figure which shows the change mode of the case. 5 (A) to 5 (E) show that a predetermined number of times, which is a threshold value for the number of times the clutch is released, is changed according to the amount of change in the accelerator opening, the accelerator opening, the road surface inclination, the road surface friction coefficient, and the vehicle yaw rate. It is a figure which shows the change mode of the case.

The vehicle control device according to the embodiment of the present invention is mounted on a vehicle including an engine and a wheel rotation speed detection sensor that detects the rotation speed of each wheel as the wheel rotation speed, and is based on the wheel rotation speed. It is a vehicle control device provided with a traction control unit that calculates a wheel slip amount and executes a traction control operation that adjusts at least the engine torque of the engine when the slip amount exceeds a predetermined slip amount threshold. In the traction control unit, after the change amount of the accelerator operation of the driver becomes a positive value in a predetermined period, the acceleration of the vehicle during the execution of the traction control operation is equal to or less than the predetermined acceleration threshold value and the vehicle speed is the predetermined vehicle speed threshold value. In the above case, the slip amount threshold is increased so that the traction control operation is prohibited or difficult to be executed. Thereby, the vehicle control device according to the embodiment of the present invention can prevent the vehicle from starting poorly on a snow-packed icy road or the like, can improve the acceleration performance, and can prevent the driver from giving a feeling of deceleration.

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

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

A plurality of cylinders are formed in the engine 20. In this embodiment, the engine 20 is configured to rotate the crank shaft 21 by performing a series of four strokes including an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke for each cylinder.

The engine 20 is provided with a crank angle sensor 27, which detects the engine rotation speed based on the rotation position of the crank shaft 21 and transmits a detection signal to the engine control unit 71.

The automatic transmission 40 is connected to the engine 20 via a clutch 30 and shifts the rotation transmitted from the engine 20. The clutch 30 is a dry single-plate clutch.

The automatic transmission 40 is provided with a clutch actuator 35, and the clutch actuator 35 releases or engages the clutch 30 under the control of the clutch control unit 72. The clutch actuator 35 in this embodiment constitutes the actuator in the present invention.

Wheels 13 as drive wheels are connected to the automatic transmission 40 via a differential device 11 and a drive shaft 12. The automatic transmission 40 and the engine 20 are mounted on the front portion of the vehicle 10. Therefore, the vehicle 10 is a front engine front drive vehicle. Although FIG. 1 shows a state in which the cylinders of the engine 20 are arranged in the front-rear direction of the vehicle 10, the cylinder arrangement direction of the engine 20 may be the vehicle width direction.

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

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

The vehicle 10 includes a wheel rotation speed detection sensor 53 that detects the rotation speed of the wheels 13, and a wheel rotation speed detection sensor 54 that detects the rotation speed of the wheels 16 as driven wheels. The wheel rotation speed detection sensors 53 and 54 transmit the detection signal to the traction control unit 73.

The vehicle 10 includes a brake 61 for braking the wheels 13 and a brake 62 for braking the wheels 16, and these brakes 61 and 62 are controlled by the traction control unit 73.

The engine control unit 71, the clutch control unit 72, and the traction control unit 73 include a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), and a flash memory for storing backup data and the like. It is composed of a computer unit having an input port and an output port, respectively.

The ROM of these computer units stores various constants, various maps, and the like, as well as a program for operating the computer unit. Each computer unit operates by the CPU executing a program stored in the ROM using the RAM as a work area.

The engine control unit 71 controls the engine 20 as a control target. The clutch control unit 72 operates with the clutch 30 as a control target. The engine control unit 71 and the clutch control unit 72 are electrically connected to each other.

Further, the engine control unit 71 and the clutch control unit 72 are electrically connected to the traction control unit 73. The detection signal of each sensor is shared, and the control signal, the request signal, and the like are transmitted and received between the engine control unit 71, the clutch control unit 72, and the traction control unit 73.

The engine control unit 71 and the clutch control unit 72 control each control target in response to a request from the traction control unit 73.

In this embodiment, the clutch control unit 72 controls the clutch actuator 35 so as to release the clutch 30 when the engine rotation speed of the engine 20 decreases. This makes it possible to prevent engine stall.

Further, the traction control unit 73 calculates the slip amount of the wheels 13 and 16 from the rotation speeds of the wheels 13 and 16. Then, the traction control unit 73 eliminates the slipping of the wheels 13 and 16 when the vehicle 10 starts, so that the traction control unit 73 eliminates the slipping of the wheels 13 and 16 when the slip amount exceeds a predetermined slip amount threshold value. The traction control operation is executed to eliminate the slip (slip) of the wheel.

The traction control operation means to perform at least one of braking of the brakes 61 and 62 or reduction of the engine torque in order to adjust and limit the slip amount of the wheels 13 and 16 to the target slip amount.

In this embodiment, the traction control unit 73 adjusts at least the engine torque of the engine 20 as a traction control operation. By executing the traction control operation, the idling of the wheels 13 and 16 can be eliminated.

By the way, during the traction control operation, the engine torque is reduced, so that the clutch 30 may be intermittently or continuously released to prevent engine stall.

Therefore, when the clutch 30 is released for a long time or is released many times, it is presumed that the vehicle 10 repeatedly has problems such as being unable to escape from the stuck state or accelerating poorly on a snowy road or a muddy road.

When these problems occur, if no measures are taken, the clutch 30 will continue to be released or the engine torque will continue to decrease in the traction control operation, and these problems will continue. It will be.

In other words, if the clutch 30 is released for a long time or the number of times the clutch is released is increased in order to prevent engine stall, the slipping of the wheels 13 and 16 is eliminated, and in exchange for this, problems such as inability to escape from the stuck state or poor acceleration occur. It will be triggered. For such a problem, it is effective to perform control that allows idling more than usual.

Therefore, in the present embodiment, the traction control unit 73 prohibits or makes it difficult to execute the traction control operation when the predetermined condition for the disengagement mode of the clutch 30 during the execution of the traction control operation is satisfied in the predetermined period. The slip amount threshold is increased.

The target slip amount as the slip amount threshold is adjusted by the traction control unit 73 according to the control map shown in FIG. As shown in FIG. 3, the initial value (SL1) of the target slip amount is set to a value that is a certain amount larger than the vehicle speed (V1).

Then, when the predetermined condition is satisfied, the traction control unit 73 sets the slip amount threshold value to the target slip amount (SL2) at which the traction control operation is prohibited. Alternatively, the traction control unit 73 sets the slip amount threshold value to the target slip amount (SL3) that increases stepwise as the vehicle speed increases when a predetermined condition is satisfied. Alternatively, the traction control unit 73 sets the slip amount threshold value to the target slip amount (SL4) that gradually increases as the vehicle speed increases when a predetermined condition is satisfied.

The predetermined condition is preferably that the time during which the clutch 30 is released by the traction control operation is a predetermined time or longer. Alternatively, it is preferable that the predetermined condition is that the number of times the clutch 30 is released by the traction control operation is equal to or more than the predetermined number of times.

In this way, by comparing the time or number of times the clutch 30 is released with the detection and the threshold value and determining whether or not the predetermined condition is satisfied, the clutch 30 is not temporarily released by the traction control operation, but on a snowy road. It can be detected that the clutch 30 is released for a long time or frequently due to traveling on a muddy road or the like. Therefore, as a result of the clutch 30 being disengaged for a long time or frequently, a situation has occurred in which a vehicle has a poor start or an acceleration failure, or a situation has occurred in which the driver feels a sense of deceleration. Can be detected.

In the present embodiment, for example, when the time during which the clutch 30 is continuously released becomes equal to or longer than the first predetermined time as the predetermined time, the traction control unit 73 determines that the predetermined condition is satisfied. .. Alternatively, when the total time during which the clutch 30 is released in the predetermined period becomes equal to or longer than the second predetermined time as the predetermined time, the traction control unit 73 determines that the predetermined condition is satisfied.

Here, the larger the positive value of the change in the accelerator operation, the greater the driver's intention to accelerate and start. Therefore, in such a situation, it is necessary to give priority to the driver's intention and remove the driver's discomfort.

Therefore, as shown in FIGS. 4A and 4B, the traction control unit 73 changes the accelerator operation of the driver during the execution of the traction control operation (change in accelerator opening or accelerator opening). The larger the positive value, the shorter the predetermined time is preferable.

Further, as shown in FIGS. 5A and 5B, the traction control unit 73 reduces the predetermined number of times as the amount of change in the accelerator operation of the driver during execution of the traction control operation is larger by a positive value. It is preferable to do so.

Here, it is considered that the larger the climbing slope of the road surface or the smaller the coefficient of friction of the road surface, the more difficult it is to accelerate and start. Therefore, it is necessary to prevent the occurrence of such a problem.

Therefore, in the traction control unit 73, as shown in FIG. 4 (C), the larger the climbing slope of the road surface during the execution of the traction control operation, or as shown in FIG. 4 (D), the friction coefficient of the road surface becomes higher. The smaller the value, the shorter the predetermined time is preferable.

Further, in the traction control unit 73, as shown in FIG. 5 (C), the larger the climbing slope of the road surface during execution of the traction control operation, or as shown in FIG. 5 (D), the friction coefficient of the road surface becomes higher. It is preferable that the smaller the number is, the smaller the predetermined number of times is.

Here, when the yaw rate of the vehicle 10 is high, the behavior of the vehicle 10 is disturbed, and it is necessary to continue the traction control operation to maintain the stability of the vehicle 10.

Therefore, as shown in FIG. 4E, it is preferable that the traction control unit 73 shortens the predetermined time as the yaw rate of the vehicle 10 during execution of the traction control operation is smaller.

Further, as shown in FIG. 5D, it is preferable that the traction control unit 73 reduces the predetermined number of times as the yaw rate of the vehicle 10 during execution of the traction control operation is smaller.

The mode of change in the predetermined number of times or the predetermined time is not limited to the mode in which the change is made in steps as shown in FIGS. 4 (A) to 4 (D) and 5 (A) to 5 (D). It may be a continuously changing mode.

Here, when the vehicle speed for which the traction control operation is prohibited in the control of the cited document 1 is set to 0 km / h, the initial slip cannot be suppressed, and even if the driver tries to accelerate, a situation occurs in which the driver cannot accelerate, and the vehicle starts. Performance will be impaired. Therefore, it is preferable to increase the slip amount threshold value so that the traction control operation is prohibited or difficult to be executed based on not only the vehicle speed but also the acceleration of the vehicle 10.

Therefore, the traction control unit 73 prohibits or makes it difficult for the traction control operation to be prohibited or executed when the acceleration of the vehicle 10 during the execution of the traction control operation is equal to or less than the predetermined acceleration threshold value and the vehicle speed is equal to or higher than the predetermined vehicle speed threshold value in the predetermined period. It is preferable to increase the slip amount threshold value.

In this way, by using the acceleration of the vehicle 10, it is possible to detect a start failure based on the acceleration and increase the slip amount threshold value, and it is possible to prohibit the traction control operation after suppressing the initial slip by the traction control operation. , The starting performance of the vehicle 10 can be improved.

Here, if the acceleration is detected only by the acceleration sensor 51, there is a possibility that the acceleration due to the slope or the vibration of the vehicle body may be erroneously detected. In addition, if the acceleration is obtained from the wheel rotation speed of the first or second fastest of the wheel rotation speeds of the drive wheels in the two-wheel drive vehicle and the four wheels in the four-wheel drive vehicle, the wheel slip may not be detected. There is.

Therefore, the acceleration of the vehicle 10 is driven by the detection signal of the acceleration sensor 51 provided in the vehicle 10, the wheel rotation speed of the wheel 16 as a driven wheel detected by the wheel rotation speed detection sensor 53, or all the wheels 13 and 16. In the case of a wheel, it is preferable to calculate from at least one of the third slowest wheel rotation speed and the fourth slowest wheel rotation speed among all the wheel rotation speeds detected by the wheel rotation speed detection sensor 53. By doing so, it is possible to more accurately determine the situation in which the vehicle 10 is not accelerating.

The predetermined period is a period until a preset time elapses, a period during which the vehicle 10 is traveling on an uphill slope or a road surface without a slope, and a period until the driving cycle of the vehicle 10 reaches a predetermined number of driving times. It is preferable that the period is at least one of the period until the road surface condition of the road surface on which the vehicle is traveling changes to another road surface condition.

An example of the operation of the traction control unit 73 of the vehicle 10 configured as described above will be described with reference to the flowchart shown in FIG.

In FIG. 2, when the traction control is started (referred to as TCS intervention in the figure) (step S1), the traction control unit 73 first determines the rear wheel ascending rate, that is, the ascending rate of the rotational speed of the wheels 13 as the threshold value A. It is determined whether or not it is as follows (step S2).

When the rear wheel rise rate is equal to or less than the threshold value A in step S2, the traction control unit 73 proceeds to step S4 described later. When the rear wheel rise rate is larger than the threshold value A in step S2, the traction control unit 73 determines whether or not the number of times the clutch 30 is opened (hereinafter referred to as the number of times the clutch is released) is N times or more (step S3).

If the number of times the clutch is released is not N times or more in step S3, the traction control unit 73 returns to step S1. When the number of times the clutch is released becomes N times or more in step S3, the traction control unit 73 determines that the climbing impossibility determination is established (denoted as ON in the figure) (step S4). Here, the hill climbing impossibility determination is a determination that the vehicle 10 cannot climb a hill in the current state.

Following step S4, the traction control unit 73 executes the traction control limiting operation (step S5), and ends the current operation.

In the traction control limiting operation in step S5, the traction control unit 73 temporarily prohibits the traction control, increases the target slip amount in steps, or gradually increases the target slip amount. do.

As described above, in the present embodiment, the clutch control unit 72 controls the clutch actuator 35 so as to release the clutch 30 when the engine rotation speed of the engine 20 decreases.

Further, the traction control unit 73 increases the slip amount threshold value so that the traction control operation is prohibited or difficult to be executed when the predetermined condition for the clutch opening mode during the execution of the traction control operation is satisfied in the predetermined period. ..

With this configuration, when a predetermined condition is satisfied, the slip amount threshold value is increased, so that the traction control operation is prohibited or difficult to be executed. Therefore, the engine torque reduction due to the traction control operation is interrupted, and the clutch release due to the engine torque reduction is interrupted.

Therefore, it is possible to prevent the vehicle 10 from starting poorly on a snow-packed icy road or the like, improve the acceleration performance, and prevent the driver from giving a feeling of deceleration.

Further, in the present embodiment, it is preferable that the predetermined condition is that the time during which the clutch 30 is released by the traction control operation is a predetermined time or longer.

With this configuration, by detecting the continuation of the clutch 30 release using the time when the clutch 30 is released, the vehicle is traveling on a snowy road or a muddy road, for example, instead of temporarily releasing the clutch 30 by the traction control operation. It is possible to detect that the vehicle has a poor start or acceleration due to the above, or that the driver is given a feeling of deceleration.

Therefore, when the predetermined condition for the time when the clutch 30 is released is satisfied, the slip amount threshold value is increased, so that the traction control operation is prohibited or difficult to be executed. Therefore, the engine torque reduction due to the traction control operation is interrupted, and the clutch release due to the engine torque reduction is interrupted.

Therefore, it is possible to prevent the vehicle 10 from starting poorly on a snow-packed icy road or the like, improve the acceleration performance, and prevent the driver from giving a feeling of deceleration.

Further, in the present embodiment, it is preferable that the traction control unit 73 shortens the predetermined time as the amount of change in the accelerator operation of the driver during the execution of the traction control operation is larger by a positive value.

As a result, the larger the positive value of the change in accelerator operation, the greater the driver's intention to accelerate and start. Therefore, by determining that the driver's intention to accelerate and start is large, the driver's discomfort can be further removed. Can be done.

Further, in the present embodiment, it is preferable that the traction control unit 73 shortens the predetermined time as the road surface during the execution of the traction control operation has a large climbing slope or the friction coefficient of the road surface is small.

As a result, it is considered that the larger the climbing slope of the road surface or the smaller the coefficient of friction of the road surface, the more difficult it is to accelerate and start, so that the occurrence of such a problem can be prevented.

Further, in the present embodiment, it is preferable that the traction control unit 73 shortens the predetermined time as the yaw rate of the vehicle 10 during execution of the traction control operation is smaller.

As a result, when the yaw rate of the vehicle 10 is high, the behavior of the vehicle 10 is disturbed, so that the traction control operation can be continued and the stability of the vehicle 10 can be maintained.

Further, in the present embodiment, it is preferable that the predetermined condition is that the number of times the clutch 30 is released by the traction control operation is equal to or more than the predetermined number of times.

By detecting the continuation of the clutch 30 release using the number of times the clutch 30 is released, the clutch 30 is not temporarily released by the traction control operation, but is caused by traveling on a snowy road or a muddy road, for example. It is possible to detect that the vehicle has a poor start or acceleration, or that the driver is given a feeling of deceleration.

Therefore, in a situation where the engine rotation speed continues to decrease due to the traction control operation, the slip amount threshold value is increased so that the traction control operation is prohibited or the traction control operation is difficult to be executed.

As a result, the engine torque reduction in the traction control operation is interrupted, and the clutch release due to the decrease in the engine rotation speed is interrupted.

Therefore, the engine torque according to the accelerator opening can be transmitted to the wheels 13 and 16, poor starting can be prevented on snowy roads and muddy roads, acceleration performance can be improved, and the feeling of deceleration due to the opening of the clutch 30 can be reduced. ..

As a result, it is possible to prevent the vehicle 10 from starting poorly on a snow-packed icy road or the like, improve the acceleration performance, and prevent the driver from giving a feeling of deceleration.

Further, in the present embodiment, it is preferable that the traction control unit 73 reduces the predetermined number of times as the change amount of the accelerator operation of the driver during the execution of the traction control operation is larger by a positive value.

As a result, the larger the positive value of the change in accelerator operation, the greater the driver's intention to accelerate and start. Therefore, by determining that the driver's intention to accelerate and start is large, the driver's discomfort can be further removed. Can be done.

Further, in the present embodiment, it is preferable that the traction control unit 73 reduces the predetermined number of times as the road surface during execution of the traction control operation has a large climbing slope or the friction coefficient of the road surface is small.

As a result, it is considered that the larger the climbing slope of the road surface or the smaller the coefficient of friction of the road surface, the more difficult it is to accelerate and start, so that the occurrence of such a problem can be prevented.

Further, in the present embodiment, it is preferable that the traction control unit 73 reduces the predetermined number of times as the yaw rate of the vehicle 10 during execution of the traction control operation is smaller.

As a result, when the yaw rate of the vehicle 10 is high, the behavior of the vehicle 10 is disturbed, so that the traction control operation can be continued and the stability of the vehicle 10 can be maintained.

Further, in the present embodiment, when the acceleration of the vehicle 10 during execution of the traction control operation is equal to or less than the predetermined acceleration threshold value and the vehicle speed is equal to or higher than the predetermined vehicle speed threshold value, the traction control operation is prohibited or prohibited by the traction control unit 73. It is preferable to increase the slip amount threshold so that it is difficult to execute.

As a result, the slip amount threshold value can be increased so that the traction control operation is prohibited or difficult to be executed based on not only the vehicle speed but also the acceleration of the vehicle 10, so that a situation may occur in which acceleration cannot be performed even if an attempt is made. do not have.

In this embodiment, by using the acceleration of the vehicle 10, it is possible to detect a start failure based on the acceleration and increase the slip amount threshold value, so that the traction control operation can be prohibited after the initial slip is suppressed by the traction control operation. , The starting performance of the vehicle 10 can be improved.

Further, in the present embodiment, the acceleration of the vehicle 10 is the detection signal of the acceleration sensor 51 provided in the vehicle 10, the wheel rotation speed of the driven wheel detected by the wheel rotation speed detection sensor 53, or all the wheels are the drive wheels. In some cases, it is preferable to calculate from at least one of the third slowest wheel rotation speed or the fourth slowest wheel rotation speed among all the wheel rotation speeds detected by the wheel rotation speed detection sensor 53.

Here, if the acceleration is detected only by the acceleration sensor, there is a possibility that the acceleration due to the slope or the vibration of the vehicle body may be erroneously detected. In addition, if the acceleration is obtained from the wheel rotation speed of the first or second fastest of the wheel rotation speeds of the drive wheels in the two-wheel drive vehicle and the four wheels in the four-wheel drive vehicle, the wheel slip may not be detected. There is. With the above configuration in this embodiment, it is possible to more accurately determine the situation in which the vehicle 10 is not accelerating.

Further, in the present embodiment, the predetermined period is a period until a preset time elapses, a period in which the vehicle 10 is traveling on an uphill slope or a road surface without a slope, and a predetermined driving cycle of the vehicle 10. It is preferable that the period is at least one of the period until the number of times is reached and the period until the road surface condition of the road surface on which the vehicle 10 is traveling changes to another road surface condition.

Thereby, by setting the period until the execution condition of the traction control operation is changed based on the time and the driving cycle, it is possible to prevent the execution condition of the traction control operation from being unnecessarily changed.

Although embodiments of the present invention have been disclosed, it will be apparent to those skilled in the art that modifications may be made without departing from the scope of the invention. All such modifications and equivalents are intended to be included in the following claims.

10 Vehicle 13 Wheels (driving wheels)
16 wheels (driving wheels)
20 Engine 30 Clutch 35 Clutch Actuator (Actuator)
40 Automatic transmission 51 Accelerometer 53, 54 Wheel rotation speed detection sensor 72 Clutch control unit 73 Traction control unit

Claims (5)

With the engine
It is installed in a vehicle equipped with a wheel rotation speed detection sensor that detects the rotation speed of each wheel as the wheel rotation speed.
A traction control unit that calculates the slip amount of the wheel based on the wheel rotation speed and executes a traction control operation for adjusting at least the engine torque of the engine when the slip amount exceeds a predetermined slip amount threshold. It is a vehicle control device equipped with
The traction control unit is
When the acceleration of the vehicle during execution of the traction control operation is equal to or less than the predetermined acceleration threshold value and the vehicle speed is equal to or higher than the predetermined vehicle speed threshold value after the amount of change in the accelerator operation of the driver becomes a positive value in a predetermined period. , The vehicle control device, characterized in that the slip amount threshold value is increased so that the traction control operation is prohibited or difficult to be executed. The vehicle control device according to claim 1, wherein the timing at which the traction control unit increases the slip amount threshold value is the timing after the vehicle starts from a stopped state. The traction control unit is
The first or second aspect of the present invention, wherein the slip amount threshold value is increased so that the traction control operation is prohibited or difficult to be executed, provided that the yaw rate of the vehicle is not more than a predetermined value. Vehicle control device. In the traction control operation, the slip amount of the wheel is calculated based on the wheel rotation speed, and when the slip amount exceeds a predetermined slip amount threshold, the wheel is braked by the operation of the brake, or the engine torque. It is an operation to reduce
The traction control unit is
When the acceleration of the vehicle during execution of the traction control operation is equal to or less than the predetermined acceleration threshold value and the vehicle speed is equal to or higher than the predetermined vehicle speed threshold value after the change amount of the accelerator operation of the driver becomes a positive value in a predetermined period. Any of claims 1 to 3, wherein braking of the wheel by the operation of the brake is permitted, and the slip amount threshold value is increased so that reduction of the engine torque is prohibited or difficult to be executed. The vehicle control device according to item 1. The acceleration of the vehicle is
The detection signal of the acceleration sensor provided in the vehicle,
Or the wheel rotation speed of the driven wheel detected by the wheel rotation speed detection sensor,
Or at least the third slowest wheel rotation speed or the fourth slowest wheel rotation speed among all the wheel rotation speeds detected by the wheel rotation speed detection sensor when all the wheels are driving wheels. On the other hand, the vehicle control device according to any one of claims 1 to 4, wherein the vehicle is calculated from.

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