JP2827315B2 - Vehicle travel control device - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a traveling control device for a vehicle in which the rotational force of a wheel is controlled according to the driving force output from an automatic transmission.

2. Description of the Related Art In recent years, in particular, when an accelerator pedal is suddenly depressed due to an increase in engine output, driving wheels may slip and vehicle stability may be impaired.

Therefore, as means for preventing the slip of the drive wheels, a traction control system which reduces the rotational force of the drive wheels by reducing the engine output by reducing the intake air amount or ignition retard or the like (Japanese Patent Laid-Open No. Sho 62) An anti-skid brake system and the like that reduce the vehicle speed without slipping wheels at the time of deceleration by performing anti-skid control of a brake are known.

However, in such a conventional vehicle travel control device, when the rotational force of the drive wheels is controlled via the traction control system or the anti-skid brake system or the like, the engine output and the brake braking are not provided. The wheel speed is changed by the intermittent control described above, and the wheel speed change is gradually converged to a constant value.

On the other hand, in recent vehicles, automatic transmissions are often used. In such automatic transmissions, for example, as disclosed in Japanese Patent Application Laid-Open No. 62-62047, a plurality of clutches and brakes incorporated in a gear train are used. A plurality of shift speeds can be obtained by appropriately engaging and releasing the friction elements described in the above. The determination of the shift speed is generally based on the relationship between the vehicle speed (using the drive wheel rotation) and the accelerator opening. Is to be determined.

Therefore, when an automatic transmission of a vehicle using the traction control system or the anti-skid brake system is mounted, it is known that the wheel speed increases or decreases due to the operation of these systems, and shift hunting (upshift and downshift) is performed. Hunting during the shift) occurs, and therefore, there is a problem that the shift shock frequently occurs and the ride comfort of the vehicle is deteriorated.

In view of the above-described conventional problems, in the case where the rotational force control of the wheels is performed, the present invention assumes that a constant vehicle speed that is close to the actual vehicle speed is used, and determines a shift using the assumed pseudo vehicle speed. It is an object of the present invention to provide a traveling control device for a vehicle in which shift hunting is prevented.

Means for Solving the Problems In order to achieve the above object, one configuration of a traveling control device for a vehicle according to the present invention, as shown in FIG. A traction control system for a vehicle, comprising: an automatic transmission a obtained as described above; and a traction control system c for controlling an output of an engine b according to a driving wheel speed and an actual vehicle speed. A traction control operation determining means d for determining whether or not the wheel speed is present; a wheel speed change detecting means e for detecting a time point when the drive wheel speed is changed from deceleration to acceleration while the traction control system c is operating; The vehicle speed at the time of the change in the driving wheel speed detected by the change detecting means e, and the time between the next deceleration and the increase in the driving wheel speed until the change is detected. Configure by providing a shift control means f for performing shift as the shift determination requirements.

Further, as another configuration of the present invention, as shown in FIG. 2, an automatic transmission a capable of obtaining a plurality of shift speeds with the vehicle speed as one of the shift determination requirements, and an anti-skid brake for performing anti-skid control of a brake g A driving control device for a vehicle comprising: an anti-skid operation determining means i for determining whether the anti-skid braking system h is operating.
When the anti-skid brake system h is operating, the wheel speed change detecting means j for detecting a time point at which the locked wheel speed is changed from increasing to decelerating; and the locked wheel speed detected by the wheel speed change detecting means j. And a shift control means k for performing a shift as the shift determination requirement until a change in the lock wheel speed from the next increase to the deceleration is detected.

Effects With the above configuration, the vehicle traveling control device of the present invention has one configuration shown in FIG. 1 in which, even if the drive wheel speed is increased or decreased by the operation of the traction control system c, the wheels are controlled. The time point at which the drive wheel speed changes from deceleration to acceleration is detected by the speed change detection means e,
The vehicle speed at the time when the drive wheel speed is changed is used as a shift determination requirement until a change in the drive wheel speed from deceleration to acceleration is detected. The vehicle speed at the time when the driving wheel speed changes is given as a constant pseudo vehicle speed approximating the actual vehicle speed.

For this reason, the pseudo vehicle speed is constant until the next change in the drive wheel speed is detected, so that shift hunting does not occur, and further, the constant speed set by the subsequent change in the drive wheel speed. When the shift determination is sequentially performed using the pseudo vehicle speed, the pseudo vehicle speed is changed in a constant increasing direction, so that the shift hunting is generated even in the overall shift state during the operation of the traction control system c. Never.

Further, in the other configuration shown in FIG. 2, even when the lock wheel speed is increased or decreased by the operation of the anti-skid brake system h, the lock wheel speed is changed from increased speed to reduced speed by the wheel speed change detecting means j. The time when the lock wheel speed is changed is detected, and the vehicle speed at the time when the lock wheel speed is changed is used as a shift determination requirement until a change in the lock wheel speed from deceleration to acceleration is detected. Therefore, the vehicle speed at the time of the change of the lock wheel speed used as the shift determination requirement is given as a constant pseudo vehicle speed approximating the actual vehicle speed, and the pseudo vehicle speed is successively constant as in the configuration of FIG. , The shift hunting is prevented from occurring.

Embodiment Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.

That is, FIG. 3 shows a first embodiment of the traveling control device for a vehicle according to the present invention, in which 10 is an engine, 12 is an automatic transmission, and the output rotation of the engine 10 (In the present embodiment, the rear wheel) 14.

The engine 10 has a tandem throttle 20 including a first throttle valve 16 and a second throttle valve 18 arranged in series, and intake control is performed via the tandem throttle 20.

The first throttle valve 16 is linked to an accelerator pedal 22 and is opened and closed according to the amount of depression of the accelerator pedal 22.

By the way, a traction control system 28 is provided in a traveling control device of a vehicle including the engine 10 and the automatic transmission 12, and the traction control system 28 includes a rotation signal of the driving wheel 14 and a driven wheel (in this embodiment, A rotation signal of the front wheel 30 is input, and a slip ratio is calculated from a rotation difference between these two wheels.

The traction control system 28 controls the output of the engine 10 based on the slip ratio. The output control is performed by opening and closing the second throttle valve 18.

That is, when the slip ratio reaches a predetermined value or more, a drive signal is output from the traction control system 28 to the throttle actuator 32 of the second throttle valve 18, and the second throttle valve 18 which is normally in the fully open state is normally provided.
Is controlled in accordance with the drive signal.

Incidentally, the gear train of the automatic transmission 12 is constructed as shown in FIG. 5 for example, a first planetary gear set PG ₁ and the second planetary gear set PG _2.

The first and second planetary gear sets PG ₁ and PG ₂ are each configured as a simple planetary gear, and include first and second sun gears S ₁ and S ₂ and _first and second sun gears S ₁ and S ₂ .
Second pinion gears P ₁ , P ₂ and first and second ring gears R ₁ , R
₂ and first and second pinion carriers PC ₁ and PC ₂ .

As shown in the figure, the gear train composed of the first and second planetary gear sets PG ₁ and PG ₂ has an input shaft
I / S and the reverse clutch R for connecting the first sun gear S ₁ /
C, input shaft I / S and first pinion carrier PC ₁
High clutch H / C connecting to the first pinion carrier P
Forward clutch connecting C ₁ and second ring gear R ₂
F / C, band brake B / B to the first sun gear S ₁ is fixed to the casing C / S side, a first pinion carrier PC ₁ a casing
A low and reverse brake L & R / B fixed to the C / S side is provided.

Further, the forward clutch F / C and the second ring gear R
₂ , a forward one-way clutch F / OC is provided, and a first pinion carrier PC ₁ and a casing C
/ S is provided between the first pinion carrier PC ₁ and the second ring gear R.
₂ , an overrun clutch O / R / C is arranged in parallel with the forward one-way clutch F / O / C.

In FIG. 4, the rotation of the engine 10 is input to the input shaft I / S via a torque converter T / C.

Incidentally, in the automatic transmission 12, as shown in Table 1 below, each friction element (R / C, H / C, F / C, B / B, L & R / B) is supplied from the hydraulic pressure control valve 34. Various speeds can be obtained by engaging and releasing with the line pressure as the operating hydraulic pressure.

In addition, the forward one-way clutch F / O ・ C
The second ring gear R to the first pinion carrier PC _1
2 is free when rotating in the forward direction, locked when rotating in the reverse direction, and the low one-way clutch L / O
C is unlocked, upon rotation in the reverse direction during rotation of the first forward direction of the pinion carrier PC _1.

Further, although the above overrun clutch O / R / C is not shown in Table 1, the overrun clutch O / R / C has an accelerator opening of 1/16 or less at the lower speed side of the third speed or lower. By being fastened, the forward one-way clutch
The F / O / C function is eliminated, and the engine brake is activated.

By the way, the line pressure for engagement and release output from the hydraulic pressure control valve 34 to each of the friction elements is controlled by a shift control built in the A / T control unit 26 based on, for example, a shift schedule shown in FIG. It is driven by a shift signal output from the means 40.

In the shift schedule shown in FIG. 5, the horizontal axis indicates the vehicle speed, and the vertical axis indicates the throttle opening, and the vehicle speed and the throttle opening are determined as shift determination requirements.

Therefore, in the present embodiment, a signal obtained from the rotation speed sensor 42 that detects the output rotation speed of the automatic transmission 12 is input as a vehicle speed signal to the A / T control unit 26, and the signal is opened and closed by the accelerator pedal 22. A signal obtained from a throttle sensor 44 for detecting the opening of the first throttle valve 16 is input to the A / T control unit 26 as a throttle opening signal.

In this embodiment, the A / T control unit 26
Further, a traction control operation determining means 50 for inputting an operation signal from the traction control system 28 and a wheel speed change detecting means 52 for inputting a rotation speed signal from the rotation speed sensor 42 are provided.

When the traction control system 28 is operated, the wheel speed change detecting means 52
The speed change of the drive wheel 14 is read from the rotation speed signal input from the controller. The drive wheel speed (hereinafter, simply referred to as the wheel speed as far as the present embodiment is concerned) is changed from deceleration to acceleration. Is detected.

Then, the wheel speed V when the speed is changed from the deceleration to the speed increase detected by the wheel speed change detecting means 52 is output to the shift control means 40, and the wheel speed V and the throttle sensor A shift determination is made based on the throttle opening signal detected at 44.

That is, FIG. 6 shows the traction control system 28.
The operation of the traction control system 28 controls the opening and closing of the second throttle valve 18 so that the output of the engine 10 changes intermittently. The rotational speed output from the motor, that is, the wheel speed is also increased or decreased, and the increase or decrease is gradually attenuated.

When the wheel speed is varied, a valley portion of each varying portion, that is, a series of times when the wheel speed is changed from deceleration to increased speed, is obtained as the actual vehicle speed.

With the above configuration, the function of the vehicle travel control device of the present embodiment will be described below with reference to the flowchart of FIG.

That is, the above-mentioned flowchart shows an example of processing executed by the A / T control unit 18, and the processing is performed at a predetermined short time (for example, 10 msec).

That is, in the above flowchart, first, obtains the vehicle speed data by replacing the wheel speed V _Y read the last as the wheel speed V _X loaded in the second last in step I, the current in the next step II the wheel speed V _Z the calculated vehicle speed data by replacing the previous wheel speed V _Y, also reads the next step III current vehicle speed data V _Z.

The relationship between the V _X, V _Y, V _Z is detected with the relationship shown in the wheel speed characteristic of Figure 8.

Then, in the next step IV, the throttle opening input from the throttle sensor 44 is read, and in the next step V
In the traction control system 28 is determined whether it is in operation, in the case of "YES" is determined whether V _Y -V _X <0 is proceeds to step VI, "YES"
For whether V _Z -V _Y> 0 the routine proceeds to step VII is determined.

That is, in steps VI and VII, it is determined whether or not the wheel speed has become the minimum at the Y position in FIG. 8, and if "YES" is determined in step VII, the process proceeds to step VIII to reduce the wheel speed. replace the wheel speed V _Y at the time to be changed to the speed increasing to shift determination vehicle speed Vset from searches a shift schedule of Figure 5 from the throttle opening read in the next step IX in the Vset and step IV .

Then, it is determined whether or not the gear is to be shifted in the next throttle X. If "YES", the gear is shifted through the shift control in step XI, and if "NO", the current gear position is continued.

On the other hand, Step V, Step VI and Step VII
In proceeds to each step XII If it is determined as "NO", the flow proceeds to the step IX of the current wheel speed V _Z read in Step III as a shift determination vehicle speed Vset.

Therefore, in the traveling control device of the first embodiment described above, even when the output of the engine 10 is controlled by the operation of the traction control system 28 and the wheel speed is increased or decreased, the wheel speed change wheel speed by the detection means 52 is detected and the time it is changed to the speed increasing from the deceleration, until the vehicle speed V _Y at the time to be the wheel speed change is a wheel speed variation of the next speed increasing from the deceleration is detected During this time, it is used as the shift determination vehicle speed Vset.

Incidentally, the V _Y given as the Vset while the actual vehicle speed is obtained as different pseudo vehicle speed, the pseudo vehicle speed is given as a fixed pseudo vehicle speed approximating the actual vehicle speed.

For this reason, since the pseudo vehicle speed is constant until the next wheel speed change is detected, no shift hunting occurs even when the shift is determined according to the shift schedule shown in FIG. Also, when the shift is determined sequentially using a constant pseudo vehicle speed set by the subsequent wheel speed change, the pseudo vehicle speed is changed in a constant increasing direction as shown in FIG. Shift hunting is prevented from occurring even in the overall shift state during engine output control in which the control system 28 is operated.

FIG. 9 shows a second embodiment of the present invention, in which the same components as those in the first embodiment are denoted by the same reference numerals, and the description thereof will be omitted.

That is, in the second embodiment, an anti-skid brake system 60 is used in place of the traction control system 28 of the first embodiment, and the slip between the drive wheel 14 and the driven wheel 30 is prevented by the anti-skid control of the brake. Has become.

That is, the anti-skid brake system 60 calculates the slip ratio of the drive wheel 14 in the same manner as in the first embodiment, and when the slip ratio reaches a predetermined value, it is determined that the drive wheel 14 is locked. An anti-skid control braking signal is output from the anti-skid brake system 60 to the brake system 62 of the driving wheel 14 serving as a lock wheel, and the driving force of the driving wheel 14 is controlled by the braking force without causing slip. It has become.

Therefore, even in the case of the second embodiment, the brake is intermittently braked during the rotation force control of the drive wheel 14, so that
The wheel speed of the drive wheel 14 is increased or decreased.

Therefore, in this embodiment, the A / T control unit 2
6, the anti-skid operation determining means 64 and the anti-skid brake system 60 operate while the driving wheels
Wheel speed change detecting means for detecting a time point at which the wheel speed of the drive wheel 14 (in the present embodiment, the wheel speed is simply referred to as the wheel speed of the drive wheel 14 as a lock wheel) is changed from increasing speed to deceleration. 66, and outputs the vehicle speed at the time of the wheel speed change from the wheel speed change detecting means 66 to the shift control means 40 as a shift determination requirement until a wheel speed change from the next increase to the deceleration is detected. It is supposed to.

The speed change control at this time is controlled according to the flow chart of FIG. 10 in substantially the same procedure as in the case of the first embodiment, and the function of the second embodiment will be described below with this flow chart.

In the description of this flowchart, the same processing parts as those in the flowchart of FIG. 7 will be denoted by the same reference numerals, and redundant description will be omitted.

That is, in this flowchart, steps I to IV are the same as in the first embodiment, and in steps I to III, the vehicle speed data corresponding to the X, Y, and Z positions of the wheel speed characteristics in FIG. ', It is determined whether the anti-skid brake system 60 is operating.

Then, 'it determines the conditions under which V _Y -V _X> 0 At step VII' Step VI determining conditions is V _Z -V _Y <0 The wheel speed in both of these steps are shown in FIG. 11 In the characteristic, it is determined that Y is the time when the speed is changed from the speed increase to the speed reduction. If the above steps V ', VI' and VII 'are each "YES", the process proceeds to step VIII, and the speed at the point Y is set as the shift determining vehicle speed to the following steps IX, X and XI. move on.

On the other hand, the step V ', step VI' and step VII if it is determined respectively as "NO" in ', the following steps IX wheel speed V _Z at the present time proceeds to step XII as shift determination vehicle speed, step X And proceed to step XI.

Therefore, even in the travel control device of the second embodiment,
The wheel speed is increased or decreased by the operation of the anti-skid brake system 60. The time point at which the wheel speed changes from increasing to deceleration is detected by the wheel speed change detecting means 66, and the vehicle speed at the time when the wheel speed changes is detected. V _Y is between then from accelerated to a wheel speed change of the deceleration is detected, will be used as a shift determination vehicle speed Vset.

Also, V _Y given as the Vset is obtained as a pseudo vehicle speed,該疑similar vehicle speed even in this embodiment is given as a fixed pseudo vehicle speed approximating the actual vehicle speed.

Therefore, even in this embodiment, the pseudo vehicle speed is constant until the next wheel speed change is detected, and
Since the sequentially set pseudo vehicle speed is changed in a constant decreasing direction as shown in FIG. 12, the occurrence of shift hunting during the operation of the anti-skid brake system 60 is prevented.

Effect of the Invention As described above, in the vehicle travel control device of the present invention, in claim 1, the drive wheel speed is changed from deceleration to increase during operation of the traction control system by the wheel speed change detection means. The vehicle speed at the time when the drive wheel speed is changed is used as a shift determination requirement until a change in the drive wheel speed from deceleration to acceleration is detected. The vehicle speed at the time when the drive wheel speed changes used as the shift determination requirement can be obtained as a constant pseudo vehicle speed approximating the actual vehicle speed, and the pseudo vehicle speed sequentially given at the drive wheel speed change time is Since the speed is changed in a constant increasing / decreasing direction, shift hunting can be prevented even when the drive wheel speed is increased / decreased and fluctuated by the operation of the traction control system. It is possible to significantly improve the riding comfort of the vehicle by reducing the shock.

Further, in claim 2 of the present invention, a point in time when the lock wheel speed is changed from increasing to deceleration is detected during the operation of the anti-skid brake system. During the period from when the lock wheel speed is increased to when the lock wheel speed is changed, the lock wheel speed is increased or decreased by the operation of the anti-skid brake system as in the case of the above-mentioned claim 1. Even when it fluctuates, there is an excellent effect that shift hunting can be prevented and vehicle comfort can be significantly improved.

[Brief description of the drawings]

FIG. 1 is a schematic diagram showing one concept of the present invention, FIG. 2 is a schematic diagram showing another concept of the present invention, FIG. 3 is a schematic diagram showing a first embodiment of the present invention, FIG. 4 is a schematic view showing an embodiment of a gear train of the automatic transmission used in the present invention. FIG. 5 is an explanatory view showing an embodiment of a shift schedule of the automatic transmission used in the present invention. FIG. 7 is a graph showing an increase / decrease characteristic of drive wheel speed generated by the operation of the traction control system in the first embodiment of the present invention.
FIG. 9 is a flowchart showing one processing example for executing the control of the first embodiment of the present invention. FIG. 8 is an explanatory diagram of the drive wheel speed characteristics used for executing the flowchart of FIG. Is a schematic configuration diagram showing a second embodiment of the present invention.
FIG. 10 is a flowchart showing one processing example for executing the control of the second embodiment of the present invention, and FIG. 11 is an explanation of the drive wheel (lock wheel) speed characteristics used for executing the flowchart of FIG. FIG. 12 is a graph showing the increase / decrease characteristics of the drive wheel (lock wheel) speed generated by the operation of the anti-skid brake system in the second embodiment of the present invention. 10 ... Engine, 12 ... Automatic transmission, 14 ... Drive wheels, 16
... First throttle valve, 18 second throttle valve, 26 A / T control unit, 34 hydraulic control valve, 40 shift control means, 50 traction control operation determination means, 52 ... wheel speed change detection means, 60 ... anti-skid brake system, 62 ...
Brake system, 64 Anti-skid operation determination means, 66
... Wheel speed change detecting means.

──────────────────────────────────────────────────の Continued on the front page (58) Field surveyed (Int.Cl. ⁶ , DB name) F16H 59/00-61/12 F16H 61/16-61/24 F16H 63/40-63/48 B60K 41 / 00-41/28 B60T 8/34

Claims (2)

(57) [Claims] 1. An automatic transmission that can obtain a plurality of gears using the vehicle speed as one of the shift determination requirements, and a traction control system that controls the output of the engine in accordance with the drive wheel speed and the actual vehicle speed. A traction control operation determining means for determining whether or not the traction control system is operating; and a time when the drive wheel speed is changed from deceleration to acceleration while the traction control system is operating. The wheel speed change detecting means to be detected, and the vehicle speed at the time of the change in the drive wheel speed detected by the wheel speed change detecting means, and then, until the change in the drive wheel speed from deceleration to increased speed is detected, A travel control device for a vehicle, comprising: a shift control unit that performs a shift as the shift determination requirement. 2. A travel control device for a vehicle, comprising: an automatic transmission capable of obtaining a plurality of shift speeds using a vehicle speed as one of shift determination requirements; and an anti-skid brake system for performing anti-skid control of a brake. Anti-skid operation determining means for determining whether the skid brake system is operating, and wheel speed change detecting means for detecting a time point at which the lock wheel speed changes from increasing to decelerating while the anti-skid braking system is operating. The vehicle speed at the time of the change in the lock wheel speed detected by the wheel speed change detecting means is then changed as the shift determination requirement until the change in the lock wheel speed from increasing to deceleration is detected. And a shift control unit for performing the shift control.