JP4112955B2 - Vehicle traction control device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicle traction control device such as a railway vehicle.
[0002]
[Prior art]
As a general system configuration of a drive system in a diesel vehicle, the following is known (for example, refer to Patent Document 1).
This drive system system includes a transmission control device that connects and disengages clutches in the transmission, a fuel control device that controls engine output by adjusting the amount of fuel supplied to the engine, and speed detection of drive wheels and non-drive wheels. It is composed of a speed generator and so on.
Notch command information operated (input) by the driver using the master controller is input to the transmission control device, and the control device outputs a notch signal corresponding to the notch command information to the fuel control device. The fuel control device outputs an actuator drive signal for securing a fuel supply amount corresponding to the notch signal to an actuator attached to the injection pump, and adjusts the engine output. The engine output is subjected to torque conversion (power conversion) by a torque converter or a gear train in the transmission, and then transmitted to the drive shaft through the propulsion shaft and the reduction gear.
[0003]
In the driving force control in such a drive system, as shown in FIG. 10, a notch command from the master controller is input to the transmission control device, and the device uses a notch signal corresponding to the notch command (for example, In response to the notch command 5N, the notch signals IN1 to IN3 are set to Hi and IN4 is set to Lo) to the fuel controller. The fuel control device reads an accelerator corresponding to the notch signal, for example, 80% accelerator by a notch command 4N, and outputs an actuator drive signal corresponding to this accelerator to the injection pump, thereby obtaining an engine output having a substantially flat characteristic. . The engine output is transmitted to a torque converter in the transmission for torque conversion. The torque converter output characteristics, which are descending to the right, appear directly as tensile force characteristics. In this way, the fuel control device controls the engine output with the fixed five-stage accelerator corresponding to the notch command. For this reason, the tensile force characteristic, that is, the driving force is determined by the engine output characteristic and the torque converter output characteristic.
[0004]
[Patent Document 1]
JP-A-9-324667 Publication
[Problems to be solved by the invention]
As described above, in the conventional traction control system, the engine output is controlled by the fixed five-stage accelerator corresponding to the notch command. For example, in order to obtain a constant driving force (tensile force), the driver In addition to having to adjust by changing the notch command according to the vehicle speed, the accelerator has five stages even if this notch command is changed, so that a constant driving force (tensile force) can be obtained with respect to the vehicle speed. Was difficult.
[0006]
The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle traction control device that can easily and reliably obtain a constant driving force (tensile force) with respect to the vehicle speed.
[0007]
[Means for Solving the Problems]
In order to achieve the above-described object, the invention according to claim 1 is an example in which, as shown in FIGS. 2 and 3, for example, the accelerator is opened based on a notch command operated by a driver or a notch signal corresponding to a notch command and a vehicle speed. In the vehicle traction control device for calculating the degree and controlling the driving force,
An adhesion coefficient for obtaining a target adhesion coefficient for the operated notch command or notch signal based on the adhesion coefficient map 20a set by converting the notch command or notch signal and the driving force to be exhibited according to the vehicle speed into an adhesion coefficient. Calculating means 20 ;
The accelerator opening needed to obtain a tensile force in terms of viscosity Chakukeisu based on accelerator map 21a which is set in accordance with the adhesion coefficient and the vehicle speed, the accelerator for determining the accelerator opening with respect to adhesion coefficient of the obtained target The calculation means 21 is provided.
[0009]
According to the first aspect of the present invention, when the driver operates the notch command or the notch signal, the adhesion coefficient calculating means obtains the target adhesion coefficient for the operated notch command or notch signal based on the adhesion coefficient map, and this The accelerator calculation means calculates the accelerator opening relative to the determined target adhesion coefficient according to the adhesion coefficient and the vehicle speed based on the accelerator map. In other words, the operated notch command or notch signal is regarded as an adhesion coefficient (adhesion force), and it is not a fixed five-stage accelerator, but a multi-stage of 0 to 100% depending on the speed in consideration of the running performance of the vehicle. The engine output is controlled by changing the accelerator opening. As a result, it becomes possible to obtain a tensile force according to the adhesion coefficient corresponding to the notch command or notch signal set in the adhesion coefficient map.
Therefore, when the driver operates the notch command or the notch signal, a constant driving force (tensile force) can be easily and reliably obtained with respect to the vehicle speed.
[0010]
According to a second aspect of the present invention, in the slip re-adhesion control in the traction control device for a vehicle according to the first aspect, at least one of a speed difference between the driving wheel speed and the non-driving wheel speed, and an acceleration / deceleration of the driving wheel speed. characterized by controlling the driving force after it is determined that the slip convergence, the target value increase means for increasing the adhesion coefficient of the target from the adhesion coefficient predicted in slip to adhesion coefficient corresponding to the notch command or notch signal based on And
[0011]
According to the invention described in claim 2, since it is determined that the slip convergence, to increase the adhesion coefficient of the target by the target value increase means the adhesion coefficient predicted in slip to adhesion coefficient corresponding to the notch command or notch signal Thus, since the driving force is controlled, the adhesive force can be used effectively and the driving force can be recovered.
[0012]
According to a third aspect of the present invention, in the traction control device for a vehicle according to the second aspect, the target value increasing means 22 has a notch command or notch signal operated by a driver and an adhesion coefficient set in accordance with the vehicle speed. The target adhesion coefficient is increased based on the increase amount and the increase time.
[0013]
According to the third aspect of the present invention, the target value increasing means increases the target adhesion coefficient based on the notch command or notch signal operated by the driver and the increase amount and the increase time of the adhesion coefficient set according to the vehicle speed. Therefore, the driving force can be gradually increased reflecting the operation amount of the driver, and the acceleration can be improved by gradually increasing the driving force from the predicted adhesive force.
[0014]
DETAILED DESCRIPTION OF THE INVENTION
Embodiments of the present invention will be described below. FIG. 1 shows an example of the equipment configuration of a railway diesel vehicle equipped with a vehicle traction control device according to the present invention. As shown in this figure, the traction control device includes a transmission control device that connects and disengages a clutch in the transmission, a fuel control device that controls engine output by adjusting the fuel supply amount of the engine, drive wheels, It consists of a speed generator for detecting the speed of non-driven wheels.
Notch command information operated by the driver using the master controller is input to the transmission control device, and the control device outputs a notch signal corresponding to the notch command information to the fuel control device. The fuel control device outputs an actuator drive signal for securing a fuel supply amount corresponding to the notch signal to an actuator attached to the injection pump, and adjusts the engine output. The engine output is subjected to torque conversion (power conversion) by a torque converter or a gear train in the transmission, and then transmitted to the drive shaft through the propulsion shaft and the reduction gear.
[0015]
As shown in FIG. 2, the traction control device includes an adhesion coefficient calculation unit 20 and an accelerator calculation unit 21 in the fuel control device.
The adhesion coefficient calculation means 20 operates the notch command based on the adhesion coefficient map 20a (see FIG. 3) set by converting the notch command or the driving force to be exhibited according to the notch signal and the vehicle speed into the adhesion coefficient. Alternatively, the target adhesion coefficient for the notch signal is obtained.
In addition, the accelerator calculation means 21 takes into account an accelerator map 21a (see FIG. 3) in which the accelerator opening necessary for obtaining the tensile force converted into the adhesion coefficient taking into account the running performance of the vehicle is set according to the adhesion coefficient and the vehicle speed. Based on this, the accelerator opening with respect to the determined target adhesion coefficient is obtained.
The vehicle running performance is, for example, as shown in FIG. 3, an engine output characteristic 25, an output characteristic 26 of a transmission (torque converter), an input characteristic (not shown), a reduction ratio of a reduction gear 27, a wheel diameter, a vehicle weight, and the like. Is obtained from With these, it is possible to obtain an adhesive force characteristic (vehicle running performance) 28 with a constant accelerator, and an accelerator map 21a can be obtained from the running performance 28 of the vehicle.
[0016]
Further, the traction control device includes target value increasing means 22. The target value increasing means 22 predicts during slip after determining slip convergence based on at least one of the speed difference between the drive wheel speed and the non-drive wheel speed and the acceleration / deceleration of the drive wheel speed in the slip re-adhesion control. The driving force is controlled so as to gradually increase the target adhesion coefficient from the adhesion coefficient to the adhesion coefficient corresponding to the notch command or the notch signal.
Furthermore, the target value increasing means 22 increases the target adhesion coefficient based on the notch command operated by the driver and the increase amount and the increase time of the adhesion coefficient set according to the vehicle speed.
[0017]
Further, the traction control device determines the slip state based on the speed difference between the drive wheel speed and the non-drive wheel speed or the drive wheel acceleration / deceleration.
[0018]
In the case of normal traction control in which slip does not occur, as shown in FIG. 3, the driver operates a notch command (notch signal), and the notch signal is input from the transmission control device to the fuel control device. When the non-driven wheel speed information is input to the fuel control device, the adhesion coefficient calculating means 20 obtains a target adhesion coefficient for the notch signal based on the adhesion coefficient map 20a. The adhesion coefficient map 20a is a map set by converting the driving force to be exhibited according to the notch command or the notch signal and the vehicle speed into an adhesion coefficient.
[0019]
Then, the accelerator calculation means 21 calculates the accelerator opening with respect to the obtained target adhesion coefficient according to the adhesion coefficient and the vehicle speed based on the accelerator map 21a. In other words, the operated notch command or notch signal is regarded as an adhesion coefficient (adhesion force), and it is not a fixed five-stage accelerator, but changes in multiple stages from 0 to 100% depending on the speed, taking into account the running performance of the vehicle. The engine output is controlled by the accelerator. The accelerator map 21a is a map in which the accelerator opening necessary for obtaining the tensile force converted into the adhesion coefficient in consideration of the running performance of the vehicle is set according to the adhesion coefficient and the vehicle speed.
As a result, as shown in the tensile force characteristic graph 20b of FIG. 3, it is possible to obtain a tensile force according to the adhesion coefficient corresponding to the notch command or notch signal set in the adhesion coefficient map 20a.
Therefore, when the driver operates the notch command or the notch signal, a constant driving force (tensile force) with respect to the speed can be obtained easily and reliably.
[0020]
FIG. 4 is a time chart showing the control status of traction control in the traction control device. As shown in FIG. 4, in the traction control, when the driver operates the notch command (notch) from the notch to 1 notch, 2 notch, 3 notch, the adhesion coefficient calculating means 20 is based on the adhesion coefficient map 20a. Then, the target adhesion coefficient (μ_notch) for the operated notch command (notch) or notch signal is obtained, and the target adhesion coefficient (μ_notch) increases stepwise to 0.1, 0.15, 0.20. To go. As shown in the accelerator map 21a, the accelerator opening (Acc (μ, V)) increases according to the speed for each adhesion coefficient. Therefore, in each adhesion coefficient area, the accelerator opening (Acc (μ , V)) is controlled to gradually increase.
[0021]
FIG. 5 is a graph showing an example of actual measurement of traction control in the traction control device. As shown in FIG. 5, in this traction control, when the driver operates the notch command (notch) as 1 notch, 2 notch, 3 notch, the adhesion coefficient calculating means 20 is based on the adhesion coefficient map 20a. The target adhesion coefficient (μ_notch) for the operated notch command (notch) or notch signal is obtained, and the target adhesion coefficient (μ_notch) increases in steps of 0.1, 0.15, and 0.20. . As shown in the accelerator map 21a, the accelerator opening (Acc (μ, V)) increases according to the speed for each adhesion coefficient. Therefore, in each adhesion coefficient area, the accelerator opening (Acc (μ , V)) is controlled to gradually increase, and the propulsion shaft torque becomes substantially constant. That is, a constant driving force (tensile force) can be obtained with respect to the vehicle speed.
[0022]
According to this traction control device, the operated notch command or notch signal is regarded as an adhesion coefficient (adhesion force), and it is not a fixed five-stage accelerator, but a vehicle performance of 0 to 100 depending on the speed. The engine output is controlled by the accelerator opening that changes in multiple steps. As a result, it becomes possible to obtain a tensile force according to the adhesion coefficient corresponding to the notch command or notch signal set in the adhesion coefficient map.
Therefore, when the driver operates the notch command or the notch signal, a constant driving force (tensile force) can be easily and reliably obtained with respect to the vehicle speed.
[0023]
In addition, because it is possible to set a fine tensile force according to the speed, it is possible to match the tensile force characteristics of a diesel vehicle with the tensile force characteristics of a train, so even without a DCS (diesel control system), diesel Power cooperative operation between the vehicle and the train can be easily performed.
DCS (Diesel Control System) is a system that receives a notch command (signal) from a train, for example, and reads and outputs a notch command (signal) for a transmission control device on the diesel vehicle side according to speed. .
[0024]
Next, slip re-adhesion control by the traction control device will be described. FIG. 6 is a flowchart showing the processing content of the slip re-adhesion control. This process is started from step 100 when the power of a slip control device (not shown) is turned on.
[0025]
First, in step 100, various flags and various counters are initialized. In the following step 110, the drive wheel speed Vd and the non-drive wheel speed Vt are determined based on the drive wheel speed information (drive wheel rotation pulse signal) and the non-drive wheel speed information (non-drive wheel rotation pulse signal) of the speed generator. Calculate.
[0026]
Next, after performing notch command recognition processing in step 120, in step 130, a target adhesion coefficient is obtained. That is, the adhesion coefficient calculation means 20 obtains a target adhesion coefficient for the operated notch command or notch signal based on the adhesion coefficient map 20a.
Next, at step 140, the accelerator opening is calculated. That is, the accelerator calculation means 21 calculates the accelerator opening relative to the target adhesion coefficient obtained in step 130 according to the adhesion coefficient and the vehicle speed based on the accelerator map 21a. Thus, the engine output is controlled by an accelerator that changes in multiple stages of 0 to 100% in accordance with the speed in consideration of the traveling performance of the vehicle as described above.
[0027]
Next, at step 200, the slip wheel control Vd and the non-driving are set as conditions for enabling slip control that the notch signal is 1 notch or more, the speed stage is other than the neutral position, and the reverse gear is other than the neutral position. The speed difference ΔV of the wheel speed Vt is calculated. When the speed difference ΔV exceeds the slip detection threshold, it is determined that slip has occurred.
If it is determined that no slip has occurred, the slip re-adhesion control is terminated.
On the other hand, if it is determined that slip has occurred, in step 210, the adhesion coefficient during the slip is predicted.
Next, at step 220, the accelerator is throttled at the point where slip is determined to occur to suppress slippage (reduction processing).
Next, when it is determined in step 230 that the slip has converged, the target adhesion coefficient is increased all at once to the estimated (predicted) adhesion coefficient, and a certain driving force is secured. In this case, in step 240, the accelerator opening relative to the target adhesion coefficient is calculated by the accelerator calculation means 21 according to the adhesion coefficient and the vehicle speed based on the accelerator map 21a, and the engine output is controlled by the accelerator so that a constant drive is achieved. Secure power.
[0028]
Next, in step 250, the driving force is controlled by the target value increasing means 22. That is, the driving force is controlled so that the target adhesion coefficient gradually increases from the estimated adhesion coefficient to the adhesion coefficient corresponding to the notch command. In this case, the target adhesion coefficient is increased based on the increase amount and the increase time of the adhesion coefficient set according to the notch command or notch signal operated by the driver and the vehicle speed.
[0029]
The target value increasing means 22 increases the target adhesion coefficient based on the increase amount and the increase time of the adhesion coefficient set according to the notch command or notch signal operated by the driver and the vehicle speed. The adhesion coefficient is increased based on the data table shown in FIG. In this example, the larger the notch command or notch signal is set, the larger the increase amount of the adhesion coefficient is, and the larger the notch command or notch signal is, the shorter the increase time of the adhesion coefficient is set.
[0030]
In step 260, the accelerator calculation means 21 calculates the accelerator opening with respect to the increasing adhesion coefficient in accordance with the adhesion coefficient and the vehicle speed based on the accelerator map 21a, and controls the engine output with the accelerator so that a constant driving force is obtained. Secure. In this way, slip re-adhesion control is performed.
[0031]
After the slip re-adhesion control, in step 270, the occurrence of slip is determined in the same manner as in step 200. If slip occurs again, the process proceeds to step 220, and thereafter the same process as described above is performed.
On the other hand, if it is determined in step 270 that no slip has occurred, it is determined in step 280 whether the target adhesion coefficient has reached the adhesion coefficient corresponding to the notch command.
[0032]
If the target adhesion coefficient has not been reached, the process proceeds to step 250, and then the same process as described above is performed.
On the other hand, if the target adhesion coefficient has been reached, the slip re-adhesion control is terminated.
[0033]
FIG. 8 is a time chart showing the control status of slip re-adhesion control in the traction control device. As shown in FIG. 8, in the slip re-adhesion control, the accelerator is squeezed to suppress slip at point A determined to be slipping (reduction processing).
Next, at the point B determined to be the slip convergence, the target adhesion coefficient is increased at once to the point B of the adhesion coefficient (μ_slip) predicted during the slip. Thereafter, the target adhesion coefficient is gradually increased from the μC point to the μD point with the passage of time to further recover the driving force (increase processing by the target value increasing means). In this case, the accelerator opening also increases gradually. As the accelerator opening increases, the driving force is secured, and the non-driven wheel speed, that is, the vehicle speed, gradually increases.
[0034]
FIG. 9 is a graph showing a control measurement example in the slip re-adhesion control. As shown in FIG. 9, when the driver operates the notch command (notch) as 1 notch, 2 notch, 3 notch, the adhesion coefficient calculation means 20 is operated based on the adhesion coefficient map 20a. Alternatively, a target adhesion coefficient (μ_notch) with respect to the notch signal is obtained, and the target adhesion coefficient (μ_notch) increases in steps of 0.1, 0.15, and 0.20. As shown in the accelerator map 21a, the accelerator opening (Acc (μ, V)) increases according to the speed for each adhesion coefficient. Therefore, in each adhesion coefficient area, the accelerator opening (Acc (μ , V)) is controlled to gradually increase, and the propulsion shaft torque becomes substantially constant. That is, a constant driving force (tensile force) can be obtained with respect to the vehicle speed.
[0035]
When it is determined that slip occurs at point A, the accelerator is throttled at point A to suppress slipping, and at point B, which is determined to be slip convergence, the target is reached all the way to the point μB of the adhesion coefficient (μ_slip) predicted during the slip. The adhesion coefficient is increased to ensure a constant driving force. Thereafter, the target adhesion coefficient is gradually increased with the passage of time to further recover the driving force. In this case, the accelerator opening (Acc (μ, V)) gradually increases, and with the increase in the accelerator opening, the driving force is secured and the non-driven wheel speed, that is, the vehicle speed gradually increases.
[0036]
Thus, according to the present slip re-adhesion control, the target adhesion coefficient is determined by the target value increasing means 22 from the adhesion coefficient predicted during the slip to the adhesion coefficient corresponding to the notch command or the notch signal after determining the slip convergence. Since the driving force is controlled so as to increase gently, the adhesive force can be used effectively and the driving force can be recovered.
Further, the target adhesion coefficient is increased based on the notch command or notch signal operated by the driver by the target value increasing means 22 and the increase amount and the increase time of the adhesion coefficient set in accordance with the vehicle speed. Reflecting this, the driving force can be gradually increased, and the driving force can be gradually increased from the predicted adhesive force to improve the acceleration performance.
[0037]
Even if there is no slip re-adhesion control, the notch command corresponds to a constant adhesion coefficient, and the driver's adhesion status judgment can be used as it is, so it is effective for preventing slip occurrence and securing driving force after slip convergence. .
[0038]
【The invention's effect】
As described above, according to the present invention, the notch command or the notch signal is regarded as an adhesion coefficient (adhesion force), and the accelerator opening that changes in multiple steps of 0 to 100% depending on the speed, taking into account the running performance of the vehicle. The engine output is controlled at a degree. As a result, it is possible to obtain a tensile force according to the adhesion coefficient corresponding to the notch command or notch signal set in the adhesion coefficient map, and the driver operates the notch command or notch signal, so that the vehicle speed is constant. A driving force (tensile force) can be obtained easily and reliably.
In addition, after the slip convergence is determined, the driving force is controlled so that the target adhesion coefficient is gradually increased by the target value increasing means from the adhesion coefficient predicted during the slip to the adhesion coefficient corresponding to the notch command or the notch signal. The adhesive force can be used effectively, the driving force can be recovered, and the target adhesion coefficient is increased based on the increase amount and time of the adhesion coefficient set according to the notch command or notch signal and vehicle speed. Therefore, the driving force can be gradually increased reflecting the operation amount of the driver, and the acceleration can be improved by gradually increasing the driving force from the predicted adhesive force.
[Brief description of the drawings]
FIG. 1 shows an example of a traction control device for a vehicle according to the present invention, and is a diagram showing the equipment configuration of a railway diesel vehicle equipped with the traction control device.
FIG. 2 is a block diagram of the traction control device.
FIG. 3 is a block diagram showing processing contents of traction control.
FIG. 4 is a time chart showing the control status of traction control.
FIG. 5 is a graph showing an example of actual measurement in traction control.
FIG. 6 is a flowchart showing the processing content of slip re-adhesion control.
FIG. 7 is a data table showing an increase amount and an increase time of the adhesion coefficient in the target value increasing means.
FIG. 8 is a time chart showing the control status of slip re-adhesion control.
FIG. 9 is a graph showing a control measurement example in slip re-adhesion control.
FIG. 10 is a block diagram showing processing contents of conventional traction control.
[Explanation of symbols]
20 Adhesion coefficient calculating means 20a Adhesion coefficient map 21 Accelerator calculating means 21a Accelerator map 22 Target value increasing means

Claims (3)

In a vehicle traction control device for controlling a driving force by calculating an accelerator opening based on a notch command corresponding to a notch command or a notch command operated by a driver and a vehicle speed,
Adhesion coefficient calculation to calculate the target adhesion coefficient for the operated notch command or notch signal based on the adhesion coefficient map that is set by converting the notch command or notch signal and the driving force to be exhibited according to the vehicle speed into the adhesion coefficient Means ,
An accelerator opening required to obtain a tensile force in terms of viscosity Chakukeisu based on accelerator map set in accordance with the adhesion coefficient and the vehicle speed, an accelerator calculating means for calculating the accelerator opening with respect to adhesion coefficient of the obtained target And a traction control device for a vehicle. In slip re-adhesion control, after judging slip convergence based on at least one of the difference between the driving wheel speed and the non-driving wheel speed and the acceleration / deceleration of the driving wheel speed, the notch command or notch is determined from the adhesion coefficient predicted during the slip. the vehicle traction control apparatus according to claim 1, characterized in that for controlling the driving force by the target value increase means for increasing the adhesion coefficient of the target to the adhesion coefficient corresponding to the signal. 3. The target value increasing means increases a target adhesion coefficient based on a notch command or notch signal operated by a driver and an increase amount and an increase time of an adhesion coefficient set in accordance with a vehicle speed. The vehicle traction control device according to claim 1.

Images