JPH011651A - Transmission control device for vehicles with anti-lock brake device - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

[Detailed description of the invention] [Industrial application field]

The present invention relates to a transmission 111J control device when the ABS is activated in a vehicle equipped with an anti-lock brake (ABS) device, and more specifically, the present invention relates to a transmission 111J control device when the ABS is activated in a vehicle equipped with an anti-lock brake (ABS) device. This invention relates to control when ABS is activated in a transmission.

[Conventional technology]

An ABS device is installed in the brake system of the wheels, and prevents the wheels from locking up when braking suddenly or on slippery surfaces such as snowy roads, and ensures directional stability and maneuverability during braking. The aim is to improve safety. Here, if engine braking is applied during the above-mentioned braking, this braking force acts to lock the wheels. Also A
Since BS control controls the brake fluid pressure based on the deceleration state of the wheel rotation speed, etc., the engine brake disturbs the wheel rotation speed and deteriorates ABS performance6. Therefore, when ABS is activated, disturbances caused by the drive system such as engine braking It is desirable to eliminate this and optimize ABS control. On the other hand, in the drive system of a vehicle, for example, in an automatic transmission, engine braking is controlled by shift position and select range. For this reason, it has been proposed to control the engine brake of the transmission in relation to the ABS operation. Conventionally, regarding a transmission control device for a vehicle equipped with an ABS device, there is a prior art disclosed in, for example, Japanese Patent Application Laid-open No. 135356/1983. Here, it is shown that the transmission is placed in a neutral state when ABS is activated.

[Problems to be solved by the invention]

By the way, in the prior art mentioned above, when the ABS is activated, the transmission is placed in the neutral state and the engine side and the wheel side are cut off. The wheel will be turned by a chisel. Therefore, when the coefficient of friction of the tires and road surface or vehicle speed is small, or when the inertia of the wheel system is large in a 4Va driven vehicle, there are problems such as poor recovery of the wheel rotational speed and a long braking distance. For this reason, it is desirable to keep the engine and wheels connected by the transmission when ABS is activated, and after the wheel rotational speed has been decelerated, to use the engine power to quickly recover, and to effectively apply brake fluid pressure. The present invention has been made in view of the above points.
The object of the present invention is to provide a transmission control device for a vehicle equipped with an ABS device that prevents problems such as an increase in braking distance and engine stall due to S control.

[Means to solve the problem]

In order to achieve the above object, the present invention provides a control system in which a transmission of a vehicle with an ABS device has an engaging element for engine braking, and engages the engaging element at a predetermined gear stage to apply engine braking. , AB Sti control, the engine brake engaging element is released to remove the engine brake of the wheels, and after the wheel rotational speed has been decelerated, the engine power is transmitted to the wheels.

[For production]

Based on the above configuration, during ABS control, by releasing the engine brake engagement element of the transmission, the engine brake of the wheels is removed with the engine and wheels connected, so that ABSM control can be performed accurately without disturbance. conduct. Further, after the wheel rotational speed decreases, the wheels are driven by the engine power due to the connection between the engine and the wheels, and the speed recovers quickly to promote braking action. In this way, in the present invention, the existence of the drive system for the engine and the wheels allows optimization of the AB Sitill, making it possible to prevent engine stalling even when the wheels are locked.

【Example】

Embodiments of the present invention will be described below based on the drawings. In FIG. 1, a drive system of a 4M drive vehicle with an automatic transmission will be described as an example of a vehicle to which the present invention is applied. First, the crankshaft 2 of the engine 1 is connected to the pump side of a torque converter 4 having a lock-up clutch 3, and the input shaft 5 from the turbine side is input to the automatic transmission 20. An output shaft 6 from the automatic transmission 20 is coaxially outputted to the rear of the input shaft 5, and this output shaft 6 is connected to a transfer device 7.
Automatic transmission 2 through a pair of glue reduction gears 8.9
The front drive shaft 10 is connected to the front drive shaft 10 which is arranged parallel to the lower part of the 0. The front drive shaft 10 is configured to directly transmit power to the front wheels 12 via a front wheel final reduction gear 11. Further, the output shaft 6 is connected to a rear drive shaft 14 via a transfer clutch 13, and from this rear drive @14 to a propeller shaft 15. Rear 16 via rear differential device 16 etc.
17 is also configured for transmission. The automatic transmission 20 includes two sets of front single planetary gears 21. The rear single planetary gear 22 provides four forward speeds and one reverse speed. That is, the input shaft 5 is connected to the sun gear 22a of the rear single planetary gear 22 and the ring gear 21b of the front single planetary gear 21.
and carrier 22 of rear single planetary gear 22
c is connected to the output shaft 6. A first one-way clutch 24. A forward clutch 25 is provided in series, and a second one-way clutch 26 and a low reverse brake 27 are provided in parallel between the connecting element 23 and the case side. An overrunning clutch 28 is provided between the connecting element 23 and the ring gear 22b in a bypass manner. Furthermore, a band brake 30 is provided on the connecting element 29 that is integral with the sun gear 21a, a connecting element 31 that is integral with the input shaft 5, and a connecting element 32 that is integral with the carrier 21c.
A high clutch 33 is provided between the two. Furthermore, a reverse clutch 34 is provided between the coupling elements 29 and 31. As a result, the forward clutch 25 is engaged in drive or 1st gear in the 2nd range, and in the case of acceleration, both one-way clutches 24 and 26 operate to engage the 3! ! ! By locking the ring gear 22b together with the coupling element 23, power is transmitted from the input shaft 5 to the output shaft 6 via the sun gear 22a and carrier 22c. At this time, when coasting, the one-way clutch 24
becomes free and overrunning, and even if the clutch 28 is engaged, the one-way clutch 26 becomes free and the engine brake does not work. In the first gear of the lunge, the ring gear 22 is engaged via the overrunning clutch 28 when the low reverse clutch 27 is engaged.
If b is always locked, engine braking is applied. In the drive or second gear of the second range, the forward clutch 25 and the band brake 30 are engaged, and the band brake 30 locks the sun gear 21a. There, the carrier 21c and the ring gear 22b are connected to the connecting element 23. Forward clutch 25. one way clutch 2
4, and the power increased by this amount is output. At this time, during deceleration, the overrunning clutch 28
By keeping the connecting element 23 and ring gear 22b in a connected state through engagement, reverse driving force is transmitted to the engine side and engine braking is applied. At the third speed of the drive range, the forward clutch 25 and the high clutch 33 are engaged, and the high clutch 33 causes the input shaft 5 to be connected to the connecting elements 31, 32, . carrier 21c
, ”) % coupling element 23. Forward clutch 25. Connected to ring gear 22b via one-way clutch 24. Therefore, rear single planetary gear 22 is integrated, and input shaft 5 and output shaft 6 are directly connected. At this time, ,
During deceleration, the overrunning clutch 28 is engaged to prevent the one-way clutch 24 from slipping, thereby applying engine braking in the same way as in second gear. In the fourth speed of the drive range, in addition to the above, the sun gear 21a is locked by engagement of the band brake 30. Therefore, the power input to the carrier 21c by the high clutch 33 in the front single planetary gear 21 increases the speed of the ring gear 21b, which increases the speed of the ring gear 21b.
to communicate. In this case, one-way clutch 24.2
6, engine braking is always applied. In the reverse range, the direction of the input shaft 5 is input to the sun gear 21a by engagement of the reverse clutch 34. In addition, when the low reverse clutch 27 is engaged, the connecting element 23
At the same time, in order to lock the carrier 21c, the front single planetary gear 21 rotates the ring gear 21b in reverse to output power with a large gear ratio, which is transmitted to the output shaft 6. As described above, each clutch 24 for each range shift position,
The operating states of brakes 25, 26, 28.34 and brakes 27, 30 have been described above, which can be summarized in the table below. Ascending◎...engages only during acceleration, Δ...engages only during deceleration.The automatic transmission $20 is equipped with an electronic hydraulic control bag fi35, and three solenoids control the operation of each of the clutches and brakes mentioned above. In addition, the torque of the transfer clutch 13 is controlled by a duty solenoid. Next, the brake devices for the front and rear wheels will be described. First, a master cylinder 41 that generates hydraulic pressure when the brake pedal 40 is depressed is connected to a modulator 51 of an ABS device 50 through a pipe 42, and a pipe 43 from this modulator 51 is connected to a brake device 44 of the front wheel 12.
piped to. Further, the pipe 43 is connected to the brake device 46 of the rear wheel 17 via a provisioning valve 45 that adjusts the post-infusion pressure. The modulator 51 is
It has a decay solenoid for pressure reduction, a hold solenoid for speed increase and maintenance, various valves, etc., and the roller solenoid controls brake fluid pressure when ABS is activated. In FIG. 2, each control system of drive range shift control, 2 transfer torque control, and anti-lock control will be described. First, as a shift control system for the drive range, there is a range switch 60 for detecting the drive range. Throttle opening sensor 61. 0 having rotation speed sensors 62 and 63 provided on the front wheels 12 and rear wheels 17 to detect wheel rotation speeds.
The front wheel rotation speed NF of the rotation speed sensor 62 and the rear wheel rotation speed NIIL of the rotation speed sensor 63 are determined by the control unit 70.
The vehicle speed V is inputted to the vehicle speed detection unit 71, the one with the smaller speed change is selected, and the vehicle speed V is calculated based on it. And these drive ranges. The throttle opening degree θ and vehicle speed V signals are input to the shift position determining section 72. Here, the shift pattern setting section 73 stores a map of shift patterns based on the throttle opening of the drive range, the vehicle speed, and (θ-■), and the shift position determining section 72 searches this map to determine the shift position. Establish. The shift position signal is converted into two on/off combination signals by the output control unit 74, and the two shift solenoids 36.3 of the electro-hydraulic control device 35
Enter 7. The drive range, vehicle speed V, shift position, and signals from the idle switch 64 are input to a 2nd and 3rd speed deceleration determination section 75, which outputs an engine brake signal during deceleration when the idle switch 64 is turned on in the 2nd and 3rd speeds. This signal is sent to the overrunning clutch solenoid 38 by the output section 76.
Enter. As a transaxle control system, the front and rear wheel rotation speed NF
, N) has a slip detection section 77 inputted with
/NF detects steering or a slip greater than full steering. This detection signal is input to the clutch torque setting section 78 to calculate clutch torque according to running conditions such as steering, slipping, and stopping.The duty control section 79 converts this signal into a duty signal to control the duty solenoid. 39. As an anti-lock control system, the front and rear wheel rotational speeds NF, N
It has a wheel sudden deceleration detection section 80 that receives FL input, and detects wheels that may be locked during sudden braking and their rotational speeds. The wheel rotation speed NF or NR and the vehicle speed V are input to the anti-lock control section 81, and the decay solenoid 52 and the hold solenoid 53 of the modulator 51 are controlled on/off via the output control section 82 based on this control signal. That is, when the rotational speed NF or NR suddenly decelerates, the decay solenoid 52. The hold solenoid 53 is turned on to reduce the brake fluid pressure, and then the decay solenoid 5 is turned on.
Hold with 2 off. and rotational speed NF or NFL
When the vehicle speed recovers and approaches the vehicle speed, the hold solenoid 53
When the brake is turned off, the brake fluid pressure is increased, and this control is repeated to prevent wheel lock. Therefore, in the above control system, an ABS operation detection section 83 is provided on the output side of the output control section 82 for anti-lock control. In addition, a shift correction section 84 is provided on the output side of the shift position determination section 72 for speed change control, an engine brake release section 85 is provided on the output side of the second and third speed deceleration determination section 15, and a duty reduction correction section is provided on the output side of the seven duty control sections. 86 and configured to activate them with an ABS activation signal. Next, the operation of the thus configured control device will be described. First, when driving in the drive range, the throttle opening θ and vehicle speed ■ are detected, the shift position determination unit 72 searches the shift pattern map and determines the shift position, and based on this, the shift solenoids 36 and 37 are turned on and off. Control. For this reason, the forward clutch 25. of the automatic transmission 20 is controlled by the electro-hydraulic control device 35. The high clutch 33 and the band brake 30 are selectively engaged based on the table, and the one-way clutches 24 and 26 are operated to automatically shift to four gears, and this shifting power is output to the output shaft 6. This power is then directly transmitted to the front wheels 12 after the reduction gears 8 and 9. On the other hand, the slip detection unit 77 detects the running state based on the front and rear wheel rotational speeds NF and Nλ, and operates the duty solenoid 39 with a duty signal based on this.
The clutch pressure and torque of the transfer clutch 13 are determined. Therefore, power corresponding to this torque is also transmitted to the rear wheels 17 after the transfer clutch 13, thus achieving four-wheel drive driving. During such traveling, the automatic transmission 20 always applies engine braking in 4th gear. Also, 2 speed or 3 speed
When decelerating at a high speed, the overrunning clutch solenoid 38 engages the overrunning clutch 28 in response to the engine brake signal from the second and third speed deceleration determining section 75, and therefore the engine brake acts in the same way. . By the way, when the brake pedal 40 is depressed while the vehicle is traveling, brake fluid pressure is generated in the master cylinder 41 and supplied to the brake equipment fi 44.46 of the front and rear wheels 12.17, thereby exerting a control action. At this time, the front and rear wheel rotational speeds NF,
The wheel deceleration state is detected by the detection unit 80 due to NR, and in the case of final deceleration, brake fluid pressure continues to be supplied as is. On the other hand, when the rotational speed NF or NFL suddenly decelerates and the wheels become locked, the anti-lock control section 81 controls the decay solenoid 52 through the output control section 82. The brake fluid pressure is controlled by the modulator 51 by turning the hold solenoid 53 on and off. Then, this ABS operation becomes AB
It is detected by the S operation detection section 83, and this output signal is input to the shift correction section 84, and in the case of 4th speed, it is shifted to 3rd speed, for example. The signal is also input to the engine brake canceling section 85 to cancel the engine brake signal. Therefore, the automatic transmission 20 is placed in the third speed state by the solenoids 36 to 38, in which the engine brake is not applied. Furthermore, the torque of the transfer clutch 13 is reduced by inputting it to the duty reduction correction section 86 to extremely reduce the duty ratio, and the drive systems of the front and rear wheels are substantially disconnected. Therefore, the above-mentioned anti-lock control is performed in a state where there is no disturbance to the wheels due to the influence of engine braking or other drive systems. Since the engine 1 and, for example, the front wheels 12 are connected via the automatic transmission @ 20, the output shaft 6 of the automatic transmission 20 rotates less than the gear ratio equivalent to the input shaft 5, which is the same state as acceleration. Then, one-way clutch 24
This action transmits power and helps restore wheel speed. Although one embodiment of the present invention has been described above, it can also be applied to 2Wa drive and other types of four-wheel drive vehicles.

【Effect of the invention】

As described above, according to the present invention, -3: When the ABS is activated, the transmission keeps the engine and wheels connected only when the engine is driving from the engine side, so the wheel rotational speed can be recovered easily and the wheels can be prevented from locking. This makes it more difficult to brake, allowing for effective braking and shortening braking distance. Furthermore, even if the wheels lock, the engine will not stall and the anti-lock can remain operational. This is particularly effective on road surfaces with a low friction coefficient.

[Brief explanation of drawings]

FIG. 1 is an overall configuration diagram showing an embodiment of a transmission control device according to the present invention, and FIG. 2 is a block diagram of a control system.

Claims (2)

[Claims] (1) In a control system in which the transmission of a vehicle equipped with an anti-lock brake device has an engaging element for engine braking, and the engaging element is engaged at a predetermined gear stage to apply engine braking, the anti-lock brake control transmission control for a vehicle equipped with an anti-lock brake device, wherein the engine brake engagement element is released to remove the engine brake on the wheels, and after the wheel rotational speed has been decelerated, the engine power is transmitted to the wheels. Device. (2) The above-mentioned engine brake engagement element is engaged at least during deceleration in middle and low gears to exert an engine brake effect, and when anti-lock brake control is performed, it is engaged when shifted to the middle and low gears. A transmission control device for a vehicle equipped with an anti-lock brake device according to claim 1, characterized in that the coupling element is released.