JPH0361127A - Travel control device for vehicle - Google Patents

Abstract

PURPOSE:To prevent abrupt changes in driving force and wandering of a vehicle by prohibiting skip speed-changing performed by an automatic transmission during operation of a traction control system for performing output control of an engine depending on the driving force outputted from the automatic transmission. CONSTITUTION:Rotational output of an engine (a) is automatically speedchanged by an automatic transmission (b) having the skip speed-changing function, and outputted to the side of driving wheels. Further, output control of the engine (a) is performed by a traction control system (c) depending on driving force outputted from the automatic transmission (b). A travel control device of the above-stated vehicle prohibits skip speed-changing performed by the automatic transmission (b) during operation of the traction control system (c) by means of a prohibiting means (d), and allows the automatic transmission to perform the speed-changing step by step. Thus, abrupt changes in driving torque outputted from the automatic transmission (b) can be restricted to prevent wandering, etc., of the vehicle due to excess torque.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to a vehicle running control device that controls the output of an engine in accordance with the driving force output from an automatic transmission. The present invention relates to a vehicle travel control device having a speed change function.

BACKGROUND OF THE INVENTION In recent years, the output of an engine mounted on a vehicle has been controlled not only by the operating state of the engine itself, but also by the driving force output from the automatic transmission for those equipped with an automatic transmission. The new traction control system Kaal (see Japanese Patent Application Laid-Open No. 63109248).

For example, in an engine that uses such a traction control system, if a tandem throttle is used in which two throttle valves are arranged in series, the shift schedule of the automatic transmission (accelerator opening and vehicle speed) By determining the first throttle valve, which is opened and closed by the driver's accelerator operation, shift hunting due to flapping of the second throttle valve, which is controlled to open and close by traction control, is prevented. .

Problem to be Solved by the Invention However, even with an engine equipped with such a tandem throttle, if the traction control system is activated, a downshift will occur when the accelerator pedal is suddenly pressed down to accelerate. especially,
Automatic transmissions equipped with a jump shift function perform jump shifts (for example, 4→2, 3→
When a driver shifts gears), the output torque of the automatic transmission increases rapidly and significantly, making it impossible for the engine's output control to respond to traction control, resulting in the vehicle's behavior after shifting becoming unstable due to the excess torque. There was an issue.

In view of such conventional problems, the present invention provides a vehicle running control system that can appropriately control driving force by prohibiting jump shifting of an automatic transmission when a traction control system is activated. The purpose is to provide equipment.

Means for Solving the Problems In order to achieve the above object, the vehicle running control device of the present invention, as shown in FIG. , an automatic transmission having a skip shift function, and a traction control system C that controls the output of the engine a according to the driving force output from the automatic transmission, While the above traction control system C is in operation,
Prohibiting jump shifting that is carried out in the above automatic transmissions,
It is constructed by providing a prohibiting means d that causes the gear shift to be performed step by step.

Further, it is desirable to provide a predetermined shift period for each shift performed by prohibiting jump shifts in the automatic transmission.

Further, when the traction control system C is about to end its operation while the automatic transmission is under speed change control, it is desirable that the traction control is continued for a predetermined period of time.

Furthermore, the shift control in conjunction with the traction control of the automatic transmission may be configured to be performed only during downshifts.

Effect With the above-described configuration, in the vehicle running control device of the present invention, jump gear shifting is prohibited while the traction control system C is in operation, and gear shifting is performed step by step (stop, automatic, etc.). Since sudden torque fluctuations output from the transmission are suppressed, it is possible to make the output control of engine a by traction control sufficiently responsive to changes in the driving force output from the 1'1 dynamic transmission. This will prevent the vehicle from swaying due to excessive torque.

In addition, by providing a predetermined shift period for each gear shift that is performed by prohibiting skip shifts in the automatic transmission, the output control of engine a is sufficiently controlled for each gear when traction control is performed. It becomes possible to follow the

Furthermore, if the traction control system C ends its operation while the automatic transmission is under speed change control, the control during the traction control is continued for a predetermined period of time, so that the speed change period is longer than the traction control system C. Even if the timing coincides with the end of the control, the predetermined shift timing is maintained to prevent sudden torque changes.

Furthermore, even if the shift control associated with the traction control of the automatic transmission is performed only during downshifts when the torque output from the automatic transmission increases, it is possible to prevent a large influence on the traction control control. I can do it.

Example Hereinafter, embodiments of the present invention will be described in detail based on the drawings.

That is, FIG. 2 shows an embodiment of the vehicle travel control device of the present invention, where 10 is an engine, 12 is a single dynamic transmission, and the output rotation of the engine 10 is driven via the automatic transmission 12. The signal is output to the wheels (in this embodiment, the rear wheels) 14.

The engine 10 has a tandem throttle 20 consisting of a first throttle valve I6 and a second throttle valve I8 arranged in series, and air intake is controlled via the tandem throttle 20.

The first throttle valve 16 is opened and closed in conjunction with an accelerator pedal (not shown), and the opening degree of the first throttle valve 16 is detected by the throttle sensor 24 and output to the A/T control unit 26, and is recorded in L. It is used as a determining element of the shift schedule when changing the speed of the automatic transmission 12.

That is, the shift schedule is determined by the throttle opening of the first throttle valve 16 and the vehicle speed detected by the vehicle speed sensor 22.

By the way, a traction control system 30 is provided in a travel control device for a vehicle equipped with such an engine 10 and an automatic transmission 12. The rotation signal of the tA driving wheel 14 and the 11 rotation signal of the driven wheel (front wheel in this embodiment) 28 are input, and the slip ratio is calculated from the rotation difference between these two wheels.

The traction control system 30 controls the output of the engine 10 based on the slip ratio, and this output control is performed by opening and closing the second throttle valve 18. The second throttle valve 1
A drive signal is output to the throttle actuator 32 of No. 8, and the opening and closing of the second throttle valve 18 is controlled by the drive signal.

By the way, the gear train of the automatic transmission 12 is configured, for example, as shown in FIG. : Gear set PG, and second planetary gear set PG.

42, 1st. The second planetary gear sets PG, PG, are each configured as a tli pure planetary gear, and the first... The second sangia S,,S, and the first. Second pinion gear p,,p.

And the first. second ring gears R, , R, and first ring gears R, , R,; It is constituted by the second binion carrier pc,, pc, and.

Also, the above 1. As shown in the figure, the gear train composed of the second cliff gear set PG, PG includes a reverse clutch R/C that connects the input shaft 40 and the first sun gear S, and a reverse clutch R/C that connects the input shaft 40 and the first pinion carrier. High clutch II/C to connect with PCI,
Forward clutch P/C1 first sun gear S connecting first pinion carrier Pct and second ring gear R2;
band brake B/B that fixes the to the casing 42 side,
A low and reverse brake L&R/B is provided to fix the first pinion carrier PC to the casing 42 side.

Further, a forward one-way clutch F10/C is connected between the forward clutch F/C and the second ring gear R7.
A row one-way clutch 1.10 is provided between the first pinion carrier PC1 and the casing 42.
-C is provided between the first pinion carrier PC and the second ring gear R3 in parallel with the forward one-way clutch F10/C.
R/C is placed.

In addition, 10 revolutions of the engine are manually applied to the input shaft 40 in FIG. 3 by means of a torque converter T/C.

By the way, in the main transmission 12, as shown in Table 1 below, each friction element (R/C, +1/C, F/C, B/B.

L&R/B) are engaged and released by the shift hydraulic pressure supplied from the control valve 44, so that various shift stages can be obtained.

The control valve 4/II is driven by a shift signal outputted from the A/T control unit 26 based on the -11j shift schedule.

Table 1: In the same table, the ○ mark indicates a fastened state, and the blank mark indicates a released state.

Further, the forward one-way clutch F10.C is free when the second ring gear R7 rotates in the forward direction relative to the first pinion carrier Pct, and is locked when the second ring gear R7 rotates in the reverse direction.
10.C is free when the first pinion carrier PC8 rotates in the forward direction, and is locked when it rotates in the reverse direction.

Furthermore, -] Part 22 - Bar run clutch 0/R/C is the first
Although not shown in the table, the overrun clutch 0.l
(/C means that the accelerator opening is l/1 on the low gear side below 3rd gear.
6 or less, the function of the forward one-way clutch F10.C is eliminated and the engine brake is operated.

By the way, the L automatic transmission 12 is equipped with a jump shift function, so that when a sudden change in the accelerator opening occurs, the gear is shifted by skipping the intermediate gears.
The gears are shifted between 4th and 2nd speeds, between 3rd and 1st speeds, or between 4th and 1st speeds, and can respond to sudden changes in accelerator opening. ing.

Of course, even when the above-mentioned jump shift is executed, A
The control valve 44 is driven based on the jump shift signal output from the /T control unit 26, and each friction element is engaged and released based on Table 1 above.

Here, in this embodiment, the above A/T control unit 2
6 is provided with a prohibition means 50, and an activation signal of the traction control system 30 is introduced into the prohibition means 50, and is outputted from the A/T control unit 26 to the control valve 44 while the traction control system 30 is in operation. The skip shift signal caused by the downshift 1-, in particular, the jump shift signal caused by the downshift 1- is prohibited.

Since skip shifting is prohibited in this manner, the automatic transmission 12 is shifted one step at a time.

The functions of the vehicle travel control system according to the present embodiment will be explained based on the flowchart of FIG. 4 based on the following two configurations.

This flowchart shows an example of a process executed by the A/T control unit 26. First, in step I, it is determined whether or not the jump shift prohibition 11- flag is set, and if rNOJ, the process proceeds to step (2). In addition to reading the throttle opening degree, the vehicle speed is also read in step (2), and in the next step (2), the operating signal from the traction control system 30 (Te3) is read.

Then, in the next step (2), the current gear position is determined from the shift schedule based on the throttle opening degree and vehicle speed read in step 11o and step III, and in step (2), it is determined whether a downshift has occurred. Ru.

In the above step ■, if it is determined to be rNOJ, the process returns; if it is determined to be rYEsJ, the process proceeds to step ■, where it is determined whether the downshift is a jump shift; if it is determined to be rNOJ, that is, if it is not a jump shift Proceeding to step ■, the gear change is controlled according to the above shift schedule, while rYEs is
If it is determined to be J, the process proceeds to step (2), where it is determined whether the traction control system 30 is in operation based on the TC8 operation signal read in step (2).

If it is determined that l-N Oj in step IX above, proceed to step (-) described in - to perform shift control by jump shifting, and select "YES S" in step IX.
If it is determined that the shift is 1, proceed to step :r'? ,of,
The gear position is set one step lower than the current gear determined in step (2), and in the next step M, the jump shift prohibition flag is set and the timer is set to 1, after which the process proceeds to step (2).

Incidentally, from step (2) above, the process returns to step I.

By the way, if rYEsJ is determined in the above step I, that is, if the jump shift flag is set to 7, the process proceeds to step 2, in which the timer is set in the step M in accordance with skip shift prohibition +Ix, and then the timer is set in advance. It is determined whether a predetermined time has elapsed.

Then, if the step mowing is determined to be "NO", the process returns, and if it is determined to be rYEsJ, the process proceeds to step (2) to cancel the jump shift prohibition.

Therefore, by canceling the inhibition of jump shift 5 in step (2) above, the final gear position determined in step (2) at which the jump shift is to be performed is set.

In this way, when the traction control system 30 is activated to determine the downshift due to the jump shift, after the first gear is set in step X, the final gear is set in step A. In other words, the gear stage is set to one more gear stage, and as a result, the gear stage is shifted one stage at a time.

For example, FIG. 5 is a time chart showing the relationship between the TC3 actuation signal and the shift of the automatic transmission 12. While the TC8 actuation signal is ON, 4→2 shift, 2→4 shift, 4
→To explain the case where the 1st shift is sequentially determined, firstly, in the 4→2 determination, a downshift is performed from 4th gear to 2nd gear via 3rd gear, and then an upshift is made by 2→4. Since the jump shift prohibition process is not performed in this case, the upshift is performed from the second speed to the fourth speed.

Then, in the 4->1 judgment after Ama, first the car is shifted to the 3rd gear, but at this time, if the operation of the traction control system is terminated while the 3rd gear is continuing, Also, the third speed is maintained for a predetermined period of time preset by a timer, and then downshifted to the first speed.

As described above, in this embodiment, even if a downshift is determined due to a jump shift due to a sudden change in the accelerator opening, the traction control system 30
is activated, the downshift is performed step by step (4- in Figure 5 above) 2 downshift), so the driving torque output from the 1'1 dynamic transmission I2 is Therefore, the output reduction control of the engine 10, which is traction controlled by controlling the second throttle valve 18 in the closing direction, can be made to respond sufficiently to the drive torque. It becomes possible.

Therefore, it is possible to prevent the vehicle from swaying due to excessive drive torque due to downshifting, and stable driving can be achieved.

In addition, in this embodiment, when the automatic transmission 12 is to be shifted one gear at a time with skip shifting prohibited, a timer is used to provide a predetermined shift period for each gear (see 4 in FIG. 5 above).
→ 2 downshifts), the downshift to the next gear is performed after waiting for a change in the output of the engine 10, which is subject to traction control. Excessive torque can be prevented.

Furthermore, if the traction control system 30 ends its operation while the automatic transmission 12 is under speed change control, the control during the traction control is continued for a predetermined period of time (from 4 to 1 in FIG. 5 above). (during a downshift), even if the shift period coincides with the end of traction control, a predetermined shift timing is achieved to prevent sudden torque changes.

Furthermore, the shift control accompanying the traction control of the automatic transmission 12 is performed only during downshifts (-1-
4->2, 4-1 shift in FIG. ), a jump shift is performed in the same way as in the past, reducing the engine load and allowing a smooth descent with the engine rotating simultaneously.

As described in detail, in the vehicle travel control device of the present invention, in claim 1, during the operation of the traction control system, jump shifting of the automatic transmission is prohibited, and step-by-step one gear shifting is prohibited. Since the gears are shifted one at a time, sudden fluctuations in the driving torque output from the automatic transmission are suppressed, so the output control of the traction-controlled engine can be controlled sufficiently to respond to changes in the driving force output from the automatic transmission. This makes it possible to prevent the vehicle from swaying due to excessive torque and ensure stable driving.

In addition, in claim 2, a predetermined shift period is provided for each gear shift performed by prohibiting jump shifting of the automatic transmission, so that engine output control in the case of traction control is controlled. It becomes possible to sufficiently follow changes in the gear position, and it is possible to prevent excessive torque from being output from the automatic transmission.

Furthermore, in claim 3, when the traction control system ends its operation during the shift control of the automatic transmission, the control during the traction control is continued for a predetermined period of time, so that the shift period can be changed. Even in the case where the traction control ends, a sudden torque change is prevented by adjusting the gear shift timing to a predetermined timing, and even in this case, excessive torque is prevented from being generated. Become.

Furthermore, in claim 4, the shift control accompanying the traction control of the automatic transmission is performed only during downshifts, so that during upshifts in a direction in which the torque output from the automatic transmission is reduced, Skipping gear shifting is performed in the same way as in the past, and in this case as well, the output torque from the automatic transmission is reduced, resulting in various excellent effects such as being able to eliminate a large influence on traction control control.

[Brief explanation of drawings]

Fig. 1 is a schematic block diagram showing the concept of the present invention, Fig. 2 is a schematic block diagram showing one practical example of the present invention, and Fig. 3 is a gear train of an automatic transmission used in one embodiment of the present invention. Schematic diagram of
FIG. 4 is a flowchart showing an example of processing for executing the control performed by the present invention, and FIG. 5 shows the relationship between the traction control system controlled by one embodiment of the present invention and the shift of the automatic transmission. This is a time chart. 10...Engine, 12...Automatic transmission, 14...
・Drive wheel, 16...1st throttle valve, 18...
・Second throttle valve, 20...tandem throttle, 26...^/T control unit, 30...
- Traction control system, 4/I...control valve, 50...prohibited means.

Claims (4)

[Claims] (1) An automatic transmission that automatically changes the output rotation of the engine and outputs it to the driving wheels, and has a skip shift function; and a traction system that controls the output of the engine according to the driving force output from the automatic transmission. In a driving control device for a vehicle equipped with a control system, when the traction control system is in operation, a jump shift performed in the automatic transmission is prohibited, and a step-by-step shift is prohibited. A running control device for a vehicle, characterized in that a means is provided. (2) 1 carried out by prohibiting jump shifting of automatic transmissions
2. The vehicle travel control device according to claim 1, wherein a predetermined shift period is provided for each gear shift. (3) When the traction control system ends its operation during shift control of the automatic transmission, the control during the traction control is continued for a predetermined period of time. driving control device for vehicles. (4) The vehicle travel control device according to any one of claims 1 to 3, wherein the shift control accompanying the traction control of the automatic transmission is performed only during downshifts.