JPH06247191A - Slip prevention device for vehicle - Google Patents

Abstract

PURPOSE:To provide a slip prevention device for a vehicle, which avoids useless speed change during slip control, prevents slip control performance from being degraded, and concurrently prevents operating stability from being degraded. CONSTITUTION:The device is equipped with opening sensor means 8 and 11 detecting at least either one of an accelerator 10 opening and a throttle 13 opening as opening information corresponding to the output of an engine 2, vehicle speed sensor means 7, 9a and 9b detecting vehicle speed information VF, VRR and VRL corresponding to wheel speeds, and with a speed change control means 6 controlling an automatic transmission 3 based on specified speed change characteritics parameterizing both vehicle speed information and opening information. The device is also equipped with a slip control means 15 which adjusts at least either one of the output of the engine and brake at the time of slipping, and executs control in such a way that vehicle speed information is turned out to be a target vehicle speed and speed change timing is determined based on speed change chacteristics parameterizing both a target vehicle speed and a throttle opening theta during slip control.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle slip prevention device provided with an automatic transmission, and more particularly to a vehicle slip prevention device which prevents unnecessary gear changes during slip control to improve steering stability. is there.

[0002]

2. Description of the Related Art In general, it is desirable from the viewpoint of safety and improvement of maneuverability to prevent excessive slip of driving wheels of an automobile. Therefore, conventionally, when the slip of the driving wheels becomes excessive, the engine output is reduced or the brake is applied by the closing side control of the throttle, the ignition timing retard control or the fuel injection suppression control. An anti-slip device for a vehicle has been proposed.
It can be referred to, for example, in JP-A-3-192927.

In Japanese Patent Laid-Open No. 58-16948, an attempt is made to prevent excessive slip by applying braking only to the drive wheels when the slip of the drive wheels is small and reducing the torque generated by the engine when the slip becomes large. To do.

Further, in Japanese Patent Application Laid-Open No. 63-192927, when a slip occurs, the engine output is reduced to prevent the slip by combining throttle closing control, ignition timing retard and fuel injection suppression control. I am measuring.

By the way, in recent vehicles, an increasing number of vehicles transmit the output torque generated by the engine to the drive wheels via an automatic transmission. FIG. 9 is a characteristic diagram for explaining the operation of a general automatic transmission. For example, the vehicle speed V
And the throttle opening θ are used as parameters to show the shift characteristics. Normally, the shift is automatically controlled by the shift control device based on the vehicle speed-opening characteristic as shown in FIG.

Here, the vehicle speed V is calculated using the drive wheel speed detected by a sensor attached to the drive wheel or a sensor attached to the output shaft of the automatic transmission. Further, the throttle opening θ is used as opening information.

In FIG. 9, solid lines P1 to P3 are transmission position shift boundaries during acceleration, and broken lines P1 'to P3' are transmission position shift boundaries during deceleration. Between the position shift boundaries P1 to P3 and P1 'to P3',
Hysteresis is set to prevent hunting.

For example, when the transmission position is set to "1" and the throttle opening θ corresponding to the accelerator depression amount is fixed at 50% for acceleration, the throttle opening 50
When the vehicle speed V rises to the intersection (about 50 km / h) with the solid line P1 corresponding to%, the transmission position is automatically switched to "1 → 2".

Thereafter, if the acceleration state continues, the transmission position becomes "2 →" when the vehicle speed V rises to the intersection (about 60 km / h) of the throttle opening 50% and the solid line P2.
3 ", and when the vehicle speed V rises to the intersection (about 80 km / h) of the throttle opening of 50% and the solid line P3, it is switched to" 3 → 4 ".

On the contrary, when the transmission position is decelerated from "4", for example, the throttle opening θ is 20%.
Assuming it is fixed at
The intersection of the throttle opening 20% and the broken line P3 '(about 40k
When the vehicle speed V drops to m / h), it is switched to "4 → 3", and when the vehicle speed V drops to the intersection (about 20 km / h) with the broken line P2 ', it is switched to "3 → 2". Broken line P
When descending to the intersection with 1 '(about 5 km / h), "2
→ Can be switched to 1 ”.

When slip control is performed in a vehicle equipped with such an automatic transmission, excessive slip occurs particularly before and after an upshift (shift to the upper stage). This is because when the rotational speed V of the drive wheels is about to increase as the gear ratio decreases, the frictional force suppresses the increase in the rotational speed on a normal road surface, while the frictional force on a slippery road surface is suppressed. This is because the increase in rotation is not suppressed and appears as a slip because of a small value.

In the vehicle slip prevention device equipped with the automatic transmission having the characteristics shown in FIG. 9, the gear shift timing is determined based on the gear shift characteristics with the throttle opening θ and the vehicle speed (driving wheel speed) V as parameters as described above. Since the drive wheel speed V is increased when excessive slip occurs during gear shifting, a state of further upshifting may occur and excessive slip may continue for a long time.

Further, when such an excessive slip is reduced, the driving wheel speed V is reduced, so that the vehicle is downshifted. Hereinafter, the transmission position shift state during acceleration will be specifically described with reference to FIG. 10. FIG. 10 shows an example of slip control, and (a)
Is the time change of the speed information, (b) is the time change of the opening information,
(C) is a time change of the flag indicating that the slip control is in progress,
(D) is a change with time of the transmission position.

In FIG. 10, t0 is the start time of the vehicle, t1 is the rotation start time of the drive wheels, t2 is the slip control start time,
t3 to t5 are transmission position switching (position shift) times, and t6 is slip control end time. or,
In (a), the solid line shows the driving wheel speed, the broken line shows the driven wheel, the alternate long and short dash line shows the target vehicle speed, in (b) the solid line shows the accelerator opening, the broken line shows the throttle opening, and in (c) the flag is ON. Indicates that slip control is in progress.

First, at time t0, the accelerator is depressed to start the vehicle, and the accelerator opening and the throttle opening start increasing as shown in (b). Next, the engine output increases due to the opening of the throttle,
At time t1, the engine output is transmitted to the drive wheels and the drive wheels start rotating.

At this time, since the friction coefficient of the road surface is small,
The force of the drive wheels cannot be transmitted to the road surface, slippage occurs, and the drive wheel speed (solid line) becomes higher than the driven wheel speed (broken line) as shown in (a). Then, at time t2, when the driving wheel speed becomes higher than the driven wheel speed by a predetermined value or more,
The slip control operates and the flag is turned on as shown in (c).

In the slip control, as shown in (b), the throttle opening (broken line) is adjusted to the closing side compared to the accelerator opening (solid line) to reduce the engine output. As a result, the output of the drive wheels decreases, the drive wheel speed decreases, and the slip state is prevented. At this time, feedback control is performed so that the driving wheel speed (solid line) becomes the same as the predetermined target vehicle speed (dashed line) as shown in (a). The target vehicle speed is
At the time of slip, the friction coefficient between the driving wheel and the road surface is set to the maximum, and is calculated as follows, for example.

Target vehicle speed = (driven wheel speed) × (1.1) + K

Here, K is a correction value according to the state of the vehicle at rest and other vehicle conditions. In this way, after time t2, the drive wheel speed is controlled so as to match the target vehicle speed,
The output of the drive wheels is transmitted to the road surface and the vehicle is accelerated.

In the section from time t0 to time t3, the transmission position "1" is selected from the map shown in FIG. 9 based on the drive wheel speed V and the throttle opening θ.
The automatic transmission is running in the "first speed" state.

Thereafter, as the vehicle speed V increases, the shift point from "1 to 2" in FIG. 9 is reached at time t3,
The automatic transmission shifts up to "2nd speed". At the time of this shift-up, the aforementioned excessive slip occurs and the drive wheel speed V rises, and the throttle opening is adjusted to the closing side in order to prevent this excessive slip.

Due to such an increase in the drive wheel speed V and a decrease in the throttle opening θ, the shift point from “2 → 3” in FIG. 9 is reached, and at time t4, the automatic transmission shifts to the “3rd speed”. Shift up to.

As a result, a slip is further generated due to the shift, but the driving wheel speed is gradually reduced as shown in (a). Then, at time t5, “3 → 2” in FIG.
And the automatic transmission shifts down to "2nd speed". Finally, at time t6, the accelerator is returned, so that the slip control ends.

[0024]

As described above, the conventional vehicle slip prevention device causes the automatic transmission to shift from "2nd speed" to "3rd speed" due to excessive slippage during gear shifting.
Since an unnecessary shift occurs from "3rd speed" to "2nd speed",
The problem that not only the slip control performance is deteriorated and the acceleration of the vehicle is deteriorated due to the fluctuation of the engine torque due to the shift and the instability of the driving wheel speed V, but also the steering stability is deteriorated due to the excessive slip for a long time. There was a point.

The present invention has been made in order to solve the above problems, and in a vehicle equipped with an automatic transmission, avoids unnecessary shifts during slip control and prevents deterioration of slip control performance. At the same time, it is an object of the present invention to obtain a vehicle slip prevention device capable of preventing a decrease in steering stability.

[0026]

A vehicle slip prevention device according to claim 1 of the present invention comprises an accelerator and a brake that are operated while the vehicle is traveling, and a throttle that adjusts the output of the engine in response to the accelerator. , An automatic transmission for transmitting the output of the engine to the wheels, an opening sensor means for detecting the opening of at least one of an accelerator and a throttle as opening information corresponding to the output of the engine, and vehicle speed information corresponding to the speed of the wheels A vehicle speed sensor means for detecting the vehicle speed, a speed change control device for controlling the automatic transmission based on a predetermined speed change characteristic having vehicle speed information and opening information as parameters, and a slip of the wheels is determined based on the vehicle speed information. At the time of occurrence, a slip control device that adjusts at least one of the engine output and the brake so that the vehicle speed information becomes the target vehicle speed. The slip control device transmits the information indicating that the slip control is in progress and the target vehicle speed to the shift control device, and when the slip control is not in progress, the shift control device uses the vehicle speed information and the opening degree of the throttle as a parameter. The gear shift timing is determined based on the gear shift timing, and when the slip control is being performed, the gear shift timing is determined based on the gear shift characteristic having the target vehicle speed and the throttle opening as parameters.

According to a second aspect of the present invention, there is provided an anti-slip device for a vehicle, which includes an accelerator and a brake that are operated while the vehicle is running, a throttle that adjusts the output of the engine in response to the accelerator, and an output of the engine. To the wheels, an opening sensor means for detecting the opening of at least one of the accelerator and the throttle as opening information corresponding to the output of the engine, and a vehicle speed for detecting vehicle speed information corresponding to the speed of the wheels. A sensor means, a shift control device for controlling the automatic transmission based on a predetermined shift characteristic having vehicle speed information and opening information as parameters, a wheel slip is determined based on the vehicle speed information, and an engine A slip control device that adjusts at least one of the output and the brake so that the vehicle speed information becomes the target vehicle speed is provided. The control device transmits information indicating that the slip control is being performed, the accelerator opening and the target vehicle speed to the shift control device.The shift control device uses the vehicle speed information and the throttle opening as parameters when the slip control is not being performed. The gear shift timing is determined based on the gear shift characteristic, and when the slip control is being performed, the gear shift timing is determined based on the gear shift characteristic using the target vehicle speed and the accelerator opening as parameters.

According to a third aspect of the present invention, there is provided an anti-slip device for a vehicle, wherein an accelerator and a brake which are operated while the vehicle is traveling, a throttle which adjusts the output of the engine in response to the accelerator, and an output of the engine. To the wheels, an opening sensor means for detecting the opening of at least one of the accelerator and the throttle as opening information corresponding to the output of the engine, and a vehicle speed for detecting vehicle speed information corresponding to the speed of the wheels. A sensor means, a shift control device for controlling the automatic transmission based on a predetermined shift characteristic having vehicle speed information and opening information as parameters, a wheel slip is determined based on the vehicle speed information, and an engine A slip control device that adjusts at least one of the output and the brake so that the vehicle speed information becomes the target vehicle speed is provided. When the slip control is not being performed, the control device transmits the vehicle speed information and the accelerator opening to the shift control device, and when the slip control is being performed, the information indicating that the slip control is being performed, the target vehicle speed and the accelerator opening are changed. When the slip control is not in the slip control, the speed change control device determines the shift timing based on the speed change characteristic with the vehicle speed information and the accelerator opening as parameters. The gear shift timing is determined based on the gear shift characteristic with the accelerator opening and the accelerator opening as parameters.

[0029]

According to the first aspect of the present invention, the shift timing is determined based on the vehicle speed information and the throttle opening when the slip control is not being performed, and the target vehicle speed and the throttle opening are set when the slip control is being performed. By determining the shift timing based on this, unnecessary shifts during slip control are prevented.

Further, according to the second aspect of the present invention, the shift timing is determined based on the vehicle speed information and the throttle opening when the slip control is not being performed, and the target vehicle speed and the accelerator opening when the slip control is being performed. By determining the gear change timing based on the above, unnecessary gear change during slip control is prevented, and the intention of the driver is reflected in the gear change characteristic.

In the third aspect of the present invention, the shift timing is determined based on the vehicle speed information and the accelerator opening when the slip control is not being performed, and the target vehicle speed and the accelerator opening are being set when the slip control is being performed. By determining the shift timing based on the above, unnecessary shift during slip control is prevented, the intention of the driver is reflected in the shift characteristics, and the sensor connection system for the shift control device is simplified.

[0032]

【Example】

Example 1. Embodiment 1 of the present invention will be described below with reference to the drawings. FIG. 1 is a block diagram showing a part of the first embodiment of the present invention. The position shift characteristic of the automatic transmission is the one shown in FIG.

In FIG. 1, 1FL to 1RR are wheels for running the vehicle, 1FL and 1FR are left and right front wheels, and 1RL and 1RR are left and right rear wheels. Here, the front wheels 1FL and 1FR are drive wheels and the rear wheels 1RL and 1FR.
RR is a driven wheel.

Reference numeral 2 is an engine, 3 is an engine 2 and drive wheels 1.
Automatic transmission 4 interposed between FL and 1FR, differential gear 4 interposed between automatic transmission 3 and drive wheels 1FL and 1FR, 5L and 5R are drive wheels 1F.
The left and right drive shafts are the rotation shafts of L and 1FR. The output torque of the engine 2 is transmitted to the respective drive shafts 5L and 5R via the automatic transmission 3 and the differential gear 4, further transmitted to the left front wheel 1FL via the left drive shaft 5L, and also to the right drive shaft 5R. Is transmitted to the right front wheel 1FR via.

Now, the control system of the automatic transmission 3 will be described. Reference numeral 6 denotes a shift control device that controls the automatic transmission 3. The automatic transmission 3 is composed of a torque converter 3a, a multi-stage transmission means 3b, and a hydraulic control means 3c. The transmission control device 6 controls the hydraulic control means 3c to change gears (upshift and shift). Down).

Reference numeral 7 is a vehicle speed sensor for measuring the speed VF of the driving wheels 1FR and 1FL, and 8 is a throttle position sensor 8 for detecting the throttle opening θ. VF and θ are input.

The shift control device 6 takes in the drive wheel speed VF and the throttle opening θ, and uses the drive wheel speed VF and the throttle opening θ as parameters except during the slip control.
The shift timing and shift position are determined based on the characteristics of FIG. The vehicle speed sensor 7 is attached to the automatic transmission 3.

Next, the slip controller will be described.
Reference numeral 9a denotes a vehicle speed sensor for measuring the vehicle speed VRR attached to the right rear wheel 1RR, 9b denotes a vehicle speed sensor for measuring the vehicle speed VRL attached to the right rear wheel 1RL, and 11 denotes an operation amount (opening) α of the accelerator 10. Accelerator position sensor,
Reference numeral 12 is an intake passage for guiding intake air to the engine 2, 13 is a throttle for adjusting the intake amount, and 14 is a throttle actuator for driving the throttle 13 to adjust the opening.

Reference numeral 15 is a slip control device for carrying out slip control, and each sensor information θ, VF, α, VRR and VR.
L and the transmission position information G from the shift control device 6 are fetched, and the shift control device 6 and the throttle actuator 14 are controlled. Therefore, the accelerator position sensor 11, the vehicle speed sensor 9a, the vehicle speed sensor 9b, the throttle actuator 14, the throttle position sensor 8
The vehicle speed sensor 7 is connected to the slip control device 15, and the shift control device 6 and the slip control device 15 are connected to each other via a signal line.

Next, the operation of the slip controller 15 will be described with reference to the flowchart of FIG. First, the slip control device 15 uses the vehicle speed sensors 7, 9a, 9
b, sensor information VF, VRR, VRL from the accelerator position sensor 11 and throttle position sensor 8,
Read α and θ (step S1).

Next, the vehicle speed sensor 9a and the vehicle speed sensor 9
Data VRR and VRL from b are arithmetically averaged to obtain the driven wheel speed (step S2). The driven wheel speed indicates the speed of the vehicle with respect to the road surface.

Then, the target vehicle speed Vo is calculated by multiplying the driven wheel speed by a predetermined value (step S3). Here, the predetermined value is set in advance and is a value slightly larger than 1 such as 1.1. The description of the method of determining the predetermined value is omitted here.

Next, the target vehicle speed Vo thus obtained is compared with the drive wheel speed VF obtained from the vehicle speed sensor 7,
It is determined whether or not slip has occurred (step S
4). If the slip occurs (YE
If it is determined to be S), the process proceeds to step S5, and engine output control for suppressing the generated slip is performed.

Here, the throttle actuator 14
By controlling the throttle 13 to the closing side, the engine output is reduced and slip is suppressed. Subsequently, the slip control device 15 transmits the slip control flag to the shift control device 6 (step S6) and also transmits the target vehicle speed Vo (step S7), as shown in FIG.
And the process is returned.

If it is determined in step S4 that the slip has not occurred (NO), the process is terminated and the process returns. However, when the slip control is once started, in step S4, a determination is also made so as not to end the slip control unless the accelerator opening α becomes smaller than the throttle opening θ. Slip controller 1
No. 5 performs slip control while repeating the above processing.

Next, the operation of the shift control device 6 will be described with reference to the flowchart of FIG. First, it is determined whether or not the slip control is being performed based on the information sent from the slip control device 15 (step S10), and if it is determined that the slip control is not being performed (NO), the drive wheels obtained from the vehicle speed sensor 7 are determined. Read the speed VF (step S
11) Then, the throttle opening α is read from the throttle position sensor 8 (step S12).

Next, the driving wheel speed V thus read in
By using F and the throttle opening α as parameters, a shift characteristic map as shown in FIG. 9 is referred to (step S13), and it is determined whether or not it is a shift point (step S14).

If it is determined to be at the shift point (YES), the hydraulic pressure control means 3c is used to shift the gear (step S15), the process of FIG. 3 is terminated, and the process returns.
Further, in step S14, it is not the shift point (N
If it is determined to be O) and the gear shift is not necessary, the process is terminated and the process returns.

On the other hand, if it is determined in step S10 that the step control is being performed (YES), the target vehicle speed Vo sent from the slip control device 15 is read (step S16), and the process proceeds to step S12. Below, target vehicle speed V
The shift processing based on the shift characteristics of FIG. 9 is performed using o and the throttle opening θ as parameters.

As described above, in the shift control device 6, when the slip control is not being performed, the shift timing is determined based on the drive wheel speed VF and the throttle opening θ.
During the slip control, the shift timing is determined based on the target vehicle speed Vo and the throttle opening θ. Therefore, unnecessary shift due to excessive slip during slip control can be prevented.

An example of slip control according to the first embodiment of the present invention will be specifically described below with reference to the characteristic and waveform charts of FIG. In FIG. 4, t0 to t3 and t6 are times similar to those in FIG. 10, and t4 ′ corresponds to time t4.

First, when the accelerator 10 is depressed at time t0, the driving wheels 1FR and 1F are driven at time t1.
Although L starts to rotate, slippage occurs on drive wheels 1FR and 1FL because the friction coefficient of the road surface is low. When the slip amount exceeds a predetermined value at time t2, slip control is activated. During this slip control, the engine output is adjusted by adjusting the throttle opening θ, and feedback control is performed so that the drive wheel speed VF matches the target vehicle speed Vo.

Before the time t2 before starting the slip control, the shift position of the transmission position and the shift timing are determined based on FIG. 9 using the driving wheel speed VF and the throttle opening θ as parameters, and after the time t2. , The target vehicle speed Vo and the throttle opening θ are used as parameters to determine the shift position of the transmission position and the shift timing.

At this time, in the section from time t0 to time t3, the shift position of the automatic transmission 3 is "first speed". Subsequently, at time t3, the shift point "1 → 2" in FIG. 9 is reached, and the automatic transmission 3 is shifted up to "2nd speed".

Excessive slippage occurs during this gear shift, and the drive wheel speed VF rapidly increases at time t4.
Since the target vehicle speed Vo is used to determine the shift timing, FIG.
The internal shift position remains “2nd speed”. Therefore, the vehicle continues traveling without shifting and stable acceleration is performed. Finally, at time t6, the accelerator is returned and the slip control ends.

In the first embodiment, the slip control device 15 transmits the target vehicle speed Vo to the gear shift control device 6 together with the flag information indicating that the slip control is being performed during the slip control, and the gear shift control device 6 is not in the slip control. The shift timing is determined using the driving wheel speed VF and the throttle opening θ as parameters, and the target vehicle speed Vo and the throttle opening θ are used as parameters to determine the shift timing during slip control.

Example 2. However, when referring to the shift characteristic map during the slip control of the shift control device 6, the accelerator opening α may be used as a parameter instead of the throttle opening θ, and the same effect as that of the first embodiment is obtained.

In the second embodiment corresponding to claim 2 of the present invention, the slip control device 15 transmits the target vehicle speed Vo and the accelerator opening α to the shift control device 6 together with the flag information indicating that the slip control is being performed during the slip control. Then, the shift control device 6 determines the shift timing using the driving wheel speed VF and the throttle opening θ as parameters unless the slip control is being performed, and the shift control device 6 shifts using the target vehicle speed Vo and the accelerator opening α as parameters when the slip control is being performed. Decide the time.

The operations of the slip control device 15 and the shift control device 6 according to the second embodiment of the present invention will be described below with reference to the flow charts of FIGS. In FIG. 5, S1 to S7 are the same steps as in FIG. In this case, the slip control device 15 transmits the accelerator opening α to the gear shift control device 6 following the transmission step S7 of the target vehicle speed Vo at the time of slip determination (step S).
8).

In FIG. 6, S10 to S12 and S14.
Steps S16 to S16 are the same as those in FIG. 3, and step S13 'corresponds to the shift characteristic map reference step S13. In this case, the shift control device 6 reads the target vehicle speed Vo in step S1 when it is determined in slip determination (YES) in the flag determination step S10 during slip control.
Following step 6, the accelerator opening α is read (step S1
7) The shift characteristic map reference step S13 'is executed.

In the shift characteristic map reference step S13 ', the map is referred using the drive wheel speed VF and the throttle opening θ as parameters when the slip control is not being performed, and the target vehicle speed Vo and the accelerator opening α are being performed when the slip control is being performed. The map is referenced with the parameter.

Thus, instead of the throttle opening θ including the unstable element, the accelerator opening α based on the driver's intention.
By referring to the shift characteristic map using the parameter as a parameter, for example, even if the driver senses slip and closes the accelerator opening α, the shift characteristic can be immediately reflected, and the slip prevention function and maneuverability can be improved. It can be further improved.

Example 3. Further, regardless of whether the slip control is being performed, the accelerator opening α may be always used as the opening information. Example 3 corresponding to claim 3 of the present invention
In S1, the slip control device 15 transmits either the driving wheel speed VF or the driven wheel speed (VRR and VRL) and the accelerator opening α to the shift control device 6 if the slip control is not in progress. If so, the target vehicle speed Vo
And the accelerator opening α.

Therefore, the shift control device 6 uses the two kinds of information (vehicle speed information and opening information, that is, the accelerator opening α) sent from the slip control device 15 as a parameter.
The shift timing can be determined by using the characteristic of. Hereinafter, operations of the slip control device 15 and the shift control device 6 according to the third embodiment of the present invention will be described with reference to the flowcharts of FIGS. 7 and 8.

In FIG. 7, S1 to S8 are the same steps as in FIG. In this case, the slip controller 15
When it is determined that the vehicle is not slipping in step S4, the drive wheel speed VF or the driven wheel speed (VRR and VR
Either one of L) is transmitted to the shift control device 6 (step S9).

In FIG. 8, S14 and S15 are the same steps as in FIG. 6, and S22 corresponds to the shift characteristic map reference step S13 '. In this case, the shift control device 6 uses the target vehicle speed Vo as the vehicle speed information when the slip control is being performed, and the drive wheel speed VF when the slip control is not being performed.
Alternatively, one of the driven wheel speeds (VRR and VRL) is read as vehicle speed information (step S20), and then,
The accelerator opening α is read as opening information (step S
21)

Next, if the slip control is in progress, the target vehicle speed V
o and accelerator opening α as parameters, and if slip control is not in progress, drive wheel speed VF or driven wheel speed V
Using the RR and VRL and the accelerator opening α as parameters, the respective shift characteristic maps are referred to (step S2).
2).

As described above, in the shift control device 6, only the accelerator opening α is used as the opening information and the vehicle speed information is obtained from the slip control device 15, whereby the vehicle speed sensor 7 and the throttle position shown in FIG. It is not necessary to take in the driving wheel speed VF and the throttle opening θ from the sensor 8.

Example 4. In addition, the above-mentioned first to third embodiments
In the above, the case where the throttle opening θ is adjusted to the closing side to reduce the engine output is explained. However, when the ignition timing is retarded, when the fuel injection is suppressed, or when the brake is controlled. It goes without saying that the same effect can be obtained even if it is applied and used in some cases.

Example 5. Further, although the vehicle speed sensor 7 is attached to the automatic transmission 3, the front wheels 1FR and 1FL, the drive wheel axle 5 are attached.
It may be attached to R and 5L or a meter panel (not shown), and may be composed of two or more sensors.

Example 6. Alternatively, acceleration detection means may be used instead of the vehicle speed sensors 9a and 9b, and the detection result may be calculated to calculate the driven wheel speed.

Example 7. Although the target vehicle speed Vo is calculated by multiplying the driven wheel speeds VRR and VRL by a predetermined value, a means for correcting the target vehicle speed based on acceleration, steering wheel angle, lateral acceleration or other information may be added. . Various modifications that are possible within the scope of the invention are not excluded from the scope of the invention.

[0073]

As described above, according to claim 1 of the present invention, an accelerator and a brake that are operated while the vehicle is traveling, a throttle that adjusts the output of the engine in response to the accelerator, and an output of the engine are provided. An automatic transmission transmitted to the wheels, an opening sensor means for detecting the opening of at least one of an accelerator and a throttle as opening information corresponding to the output of the engine, and a vehicle speed sensor for detecting vehicle speed information corresponding to the speed of the wheels. Means, a speed change control device for controlling the automatic transmission based on a predetermined speed change characteristic having vehicle speed information and opening information as parameters, and determining a wheel slip based on the vehicle speed information and outputting an engine when a slip occurs. And a slip control device that controls at least one of the brakes so that the vehicle speed information becomes the target vehicle speed,
The slip control device transmits information indicating that the slip control is in progress and the target vehicle speed to the gear shift control device, and when the slip control is not in progress, the gear shift control device is based on the gear shift characteristic having the vehicle speed information and the throttle opening as parameters. The gear shift timing is determined based on the target vehicle speed and the throttle opening degree as parameters when the slip control is being performed, so unnecessary gear shift is avoided during the slip control. Thus, there is an effect that a vehicle slip prevention device capable of preventing the deterioration of the slip control performance and the steering stability can be obtained.

According to the second aspect of the present invention, the accelerator and the brake which are operated while the vehicle is traveling, the throttle which adjusts the output of the engine in response to the accelerator, and the output of the engine are transmitted to the wheels. An automatic transmission, an opening degree sensor means for detecting the opening degree of at least one of an accelerator and a throttle as opening degree information corresponding to the output of the engine, a vehicle speed sensor means for detecting vehicle speed information corresponding to the wheel speed, and a vehicle speed A shift control device that controls an automatic transmission based on a predetermined shift characteristic that uses information and opening information as parameters, and determines whether or not a wheel slip has occurred based on vehicle speed information, and at least the output of the engine and the brake when the slip occurs. A slip control device that adjusts one to control the vehicle speed information to be the target vehicle speed. Information indicating that the vehicle is in control, the accelerator opening and the target vehicle speed are transmitted to the speed change control device, and the speed change control device, based on the speed change characteristics using the vehicle speed information and the throttle opening as parameters when the slip control is not being performed. Since the gear shift timing is determined and the gear shift timing is determined based on the gear shift characteristic having the target vehicle speed and the accelerator opening as parameters when the slip control is being performed, unnecessary gear shift is prevented during the slip control. At the same time, the intention of the driver can be reflected in the shift characteristics, and there is an effect that a vehicle slip prevention device with further improved slip control performance and steering stability can be obtained.

According to the third aspect of the present invention, the accelerator and the brake which are operated while the vehicle is running, the throttle which adjusts the output of the engine in response to the accelerator, and the output of the engine are transmitted to the wheels. An automatic transmission, an opening degree sensor means for detecting the opening degree of at least one of an accelerator and a throttle as opening degree information corresponding to the output of the engine, a vehicle speed sensor means for detecting vehicle speed information corresponding to the wheel speed, and a vehicle speed A shift control device that controls an automatic transmission based on a predetermined shift characteristic that uses information and opening information as parameters, and determines whether or not a wheel slip has occurred based on vehicle speed information, and at least the output of the engine and the brake when the slip occurs. A slip control device that adjusts one to control the vehicle speed information to be the target vehicle speed. If it is not in progress, the vehicle speed information and the accelerator opening are transmitted to the shift control device, and if the slip control is being performed, the information indicating that the slip control is being performed, the target vehicle speed and the accelerator opening are transmitted to the shift control device. The shift control device determines the shift timing based on the shift characteristics using the vehicle speed information and the accelerator opening as parameters when the slip control is not being performed, and the target vehicle speed and the accelerator opening when the slip control is being performed. Since the gear change timing is determined based on the gear change characteristic using as a parameter, unnecessary gear change during slip control is prevented, the driver's intention is reflected in the gear change characteristic, and the sensor connection system for the gear change control device is set. It is possible to obtain a vehicle anti-slip device that simplifies, improves slip control performance and steering stability, and simplifies the sensor connection system. .

[Brief description of drawings]

FIG. 1 is a block diagram showing a partial block diagram of a first embodiment of the present invention.

FIG. 2 is a flowchart showing the operation of the slip control device according to the first embodiment of the present invention.

FIG. 3 is a flowchart showing an operation of the shift control device according to the first embodiment of the present invention.

FIG. 4 is a characteristic waveform diagram for explaining a gear shift operation during acceleration according to the first embodiment of the present invention.

FIG. 5 is a flowchart showing the operation of the slip control device according to the second embodiment of the present invention.

FIG. 6 is a flowchart showing the operation of the shift control device according to the second embodiment of the present invention.

FIG. 7 is a flowchart showing an operation of the slip control device according to the third embodiment of the present invention.

FIG. 8 is a flowchart showing an operation of the shift control device according to the second embodiment of the present invention.

FIG. 9 is a characteristic diagram showing a relationship between vehicle speed information and opening information for explaining an automatic gear shift operation by a position shift of a general gear shift control device.

FIG. 10 is a characteristic waveform diagram for explaining a shift operation during acceleration by the conventional slip prevention device.

[Explanation of symbols]

1FR, 1FL, 1RR, 1RL Wheels 2 Engine 3 Automatic transmission 6 Shift control device 7, 9a, 9b Vehicle speed sensor 8 Throttle position sensor 10 Accelerator 11 Accelerator position sensor 13 Throttle 15 Slip control device VF Drive wheel speed Vo Target vehicle speed VRR, VRL Driven wheel speed α Accelerator opening θ Throttle opening S3 Step for calculating target vehicle speed S4 Step for determining slip S5 Step for controlling vehicle speed information to become target vehicle speed S6 Information for indicating that slip control is in progress to the shift control device Step S7 for transmitting Step 7 for transmitting the target vehicle speed to the shift control apparatus S8 Step for transmitting the accelerator opening degree to the shift control apparatus S9 Steps for transmitting the vehicle speed information to the shift control apparatus S13 to S15, S13 ', S22 Determine the shift timing Step The

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[Procedure amendment]

[Submission date] June 2, 1993

[Procedure Amendment 1]

[Document name to be amended] Statement

[Name of item to be corrected] Claim 3

[Correction method] Change

[Correction content]

[Procedure Amendment 2]

[Document name to be amended] Statement

[Correction target item name] 0008

[Correction method] Change

[Correction content]

For example, when the transmission position is set to "1" and the throttle opening θ corresponding to the accelerator depression amount is fixed at 50% for acceleration, the throttle opening 50
When the vehicle speed V rises to the intersection (about 30 km / h) with the solid line P1 corresponding to%, the transmission position is automatically switched to "1 → 2".

[Procedure 3]

[Document name to be amended] Statement

[Correction target item name] 0028

[Correction method] Change

[Correction content]

According to a third aspect of the present invention, there is provided an anti-slip device for a vehicle, wherein an accelerator and a brake which are operated while the vehicle is traveling, a throttle which adjusts the output of the engine in response to the accelerator, and an output of the engine. To the wheels, an opening sensor means for detecting the opening of at least one of the accelerator and the throttle as opening information corresponding to the output of the engine, and a vehicle speed for detecting vehicle speed information corresponding to the speed of the wheels. A sensor means, a shift control device for controlling the automatic transmission based on a predetermined shift characteristic having vehicle speed information and opening information as parameters, a wheel slip is determined based on the vehicle speed information, and an engine A slip control device that adjusts at least one of the output and the brake so that the vehicle speed information becomes the target vehicle speed is provided. Controller transmits the shift control device and opening of the vehicle speed information and the accelerator if not in the slip control, and transmits the target vehicle speed and the accelerator opening to the shift control unit in the case in slip control, shift control device, scan
The gear shift timing is determined based on the gear shift characteristics using the vehicle speed information and the opening degree information from the lip control device as parameters.

[Procedure amendment 4]

[Document name to be amended] Statement

[Correction target item name] 0049

[Correction method] Change

[Correction content]

Meanwhile, when it is determined scan Clip control in the (YES) in step S10, it reads the target vehicle speed Vo sent from the slip control device 15 (step S16), and the process proceeds to step S12. Below, target vehicle speed V
The shift processing based on the shift characteristics of FIG. 9 is performed using o and the throttle opening θ as parameters.

[Procedure Amendment 5]

[Document name to be amended] Statement

[Correction target item name] 0069

[Correction method] Change

[Correction content]

Example 4. Further, the above-mentioned first to third embodiments
In the above, the case where the throttle opening θ is adjusted to the closing side to reduce the engine output is explained. However, when the ignition timing is retarded, when the fuel injection is suppressed, or when the brake is controlled. It goes without saying that the same effect can be obtained even if it is applied and used in some cases.

[Procedure correction 6]

[Document name to be amended] Statement

[Correction target item name] 0075

[Correction method] Change

[Correction content]

According to the third aspect of the present invention, the accelerator and the brake which are operated while the vehicle is running, the throttle which adjusts the output of the engine in response to the accelerator, and the output of the engine are transmitted to the wheels. An automatic transmission, an opening degree sensor means for detecting the opening degree of at least one of an accelerator and a throttle as opening degree information corresponding to the output of the engine, a vehicle speed sensor means for detecting vehicle speed information corresponding to the wheel speed, and a vehicle speed A shift control device that controls an automatic transmission based on a predetermined shift characteristic that uses information and opening information as parameters, and determines whether or not a wheel slip has occurred based on vehicle speed information, and at least the output of the engine and the brake when the slip occurs. A slip control device that adjusts one to control the vehicle speed information to be the target vehicle speed. If not Dear transmits the opening degree of the vehicle speed information and the accelerator to the shift control device, and transmits the target vehicle speed and the accelerator opening to the shift control unit in the case in the slip control, the shift control device, the slip From the control unit
Since the gear shift timing is determined based on the gear shift characteristic using the vehicle speed information and the opening degree information as parameters, unnecessary gear shift is prevented during slip control, the driver's intention is reflected in the gear shift characteristic, and the gear shift control is performed. There is an effect that the sensor connection system for the device can be simplified, the slip control performance and the steering stability are improved, and the vehicle slip prevention device that realizes the simplification of the sensor connection system is obtained.

Claims (3)

[Claims] 1. An accelerator and a brake that are operated while the vehicle is running, a throttle that adjusts the output of the engine in response to the accelerator, an automatic transmission that transmits the output of the engine to wheels, and the accelerator and An opening sensor means for detecting at least one opening of the throttle as opening information corresponding to the output of the engine, a vehicle speed sensor means for detecting vehicle speed information corresponding to the speed of the wheels, the vehicle speed information and the A shift control device that controls the automatic transmission based on a predetermined shift characteristic that uses opening information as a parameter, and determines slip of the wheels based on the vehicle speed information, and when the slip occurs, the output of the engine and the A slip control device that controls at least one of the brakes so that the vehicle speed information becomes a target vehicle speed, The slip control device transmits information indicating that slip control is in progress and the target vehicle speed to the shift control device, and the shift control device uses the vehicle speed information and the opening of the throttle as parameters when slip control is not in progress. The vehicle is characterized in that the gear shift timing is determined based on the gear shift characteristic, and the gear shift timing is determined based on the gear shift characteristic having the target vehicle speed and the throttle opening as parameters when the slip control is being performed. Anti-slip device for. 2. An accelerator and a brake that are operated while the vehicle is traveling, a throttle that adjusts the output of the engine in response to the accelerator, an automatic transmission that transmits the output of the engine to wheels, and the accelerator and the brake. An opening sensor means for detecting at least one opening of the throttle as opening information corresponding to the output of the engine, a vehicle speed sensor means for detecting vehicle speed information corresponding to the speed of the wheel, the vehicle speed information and the A shift control device that controls the automatic transmission based on a predetermined shift characteristic that uses opening information as a parameter, and determines slip of the wheels based on the vehicle speed information, and when the slip occurs, the output of the engine and the A slip control device that controls at least one of the brakes so that the vehicle speed information becomes a target vehicle speed, The slip control device transmits information indicating that slip control is being performed, the opening degree of the accelerator, and the target vehicle speed to the shift control device, and the shift control device, when the slip control is not being performed, the vehicle speed information and the The shift timing is determined based on the shift characteristic having the throttle opening as a parameter, and the shift timing is determined based on the shift characteristic having the target vehicle speed and the accelerator opening as parameters when slip control is being performed. An anti-slip device for a vehicle, which is characterized by: 3. An accelerator and a brake that are operated while the vehicle is traveling, a throttle that adjusts the output of the engine in response to the accelerator, an automatic transmission that transmits the output of the engine to wheels, and the accelerator and An opening sensor means for detecting at least one opening of the throttle as opening information corresponding to the output of the engine, a vehicle speed sensor means for detecting vehicle speed information corresponding to the speed of the wheels, the vehicle speed information and the A shift control device that controls the automatic transmission based on a predetermined shift characteristic that uses opening information as a parameter, and determines slip of the wheels based on the vehicle speed information, and when the slip occurs, the output of the engine and the A slip control device that controls at least one of the brakes so that the vehicle speed information becomes a target vehicle speed, The slip control device transmits the vehicle speed information and the opening degree of the accelerator to the shift control device when the slip control is not being performed, and when the slip control is being performed, information indicating that the slip control is being performed, the target vehicle speed and the The accelerator opening is transmitted to the shift control device, and the shift control device determines the shift timing based on a shift characteristic using the vehicle speed information and the accelerator opening as parameters when slip control is not being performed. However, when the slip control is being performed, the shift prevention timing is determined based on the shift characteristic having the target vehicle speed and the opening degree of the accelerator as parameters.