JP2006002806A - Running resistance sensing device of vehicle - Google Patents

Running resistance sensing device of vehicle Download PDF

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JP2006002806A
JP2006002806A JP2004177364A JP2004177364A JP2006002806A JP 2006002806 A JP2006002806 A JP 2006002806A JP 2004177364 A JP2004177364 A JP 2004177364A JP 2004177364 A JP2004177364 A JP 2004177364A JP 2006002806 A JP2006002806 A JP 2006002806A
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resistance
vehicle
braking force
running resistance
slip amount
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JP4535785B2 (en
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Masanobu Horiguchi
正伸 堀口
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Hitachi Ltd
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Hitachi Ltd
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Abstract

<P>PROBLEM TO BE SOLVED: To provide a running resistance sensing device for a vehicle to work with a device to calculate the running resistance (gradient resistance) of the vehicle during application of brakes, capable of avoiding generation of a large presumptive error in the running resistance owing to generation of a slip. <P>SOLUTION: The braking force FB of the vehicle is presumed on the basis of the braking oil pressure or the stamping force on a brake pedal. The slip amount Nslip is calculated as the difference between the maximum rotating speed Nmax and the minimum rotating speed Nmin among the four wheels, and in accordance with the slip amount Nslip, the correction coefficient FBk for correcting the braking force FB is set. The gradient resistance is calculated on the basis of the driving force F, acceleration resistance Rα, pneumatic/rolling resistance R<SB>R/L</SB>, and the braking force FBhos corrected with the correction coefficient FBk. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

本発明は、例えば自動変速機における変速パターンの切り換え情報として用いられる走行抵抗を検出する車両の走行抵抗検出装置に関する。   The present invention relates to a vehicle running resistance detection device that detects a running resistance used as, for example, shift pattern switching information in an automatic transmission.

従来から、車両が走行している路面の勾配（勾配抵抗）を、駆動力，空気抵抗，転がり抵抗，加速抵抗に基づいて求め、該勾配抵抗に基づいて変速パターンを変更する自動変速制御が提案されている。
また、特許文献１には、車両の制動時であっても、勾配抵抗の更新演算が行なえるように、駆動力，加速抵抗，制動力から勾配抵抗（走行抵抗）を算出する構成の開示がある。
特開平０９−２０７７３５号公報 Conventionally, automatic shift control has been proposed in which the gradient (gradient resistance) of the road surface on which the vehicle is traveling is obtained based on driving force, air resistance, rolling resistance, and acceleration resistance, and the shift pattern is changed based on the gradient resistance. Has been.
Further, Patent Document 1 discloses a configuration for calculating gradient resistance (running resistance) from driving force, acceleration resistance, and braking force so that the gradient resistance can be updated even when the vehicle is braked. is there.
JP 09-207735 A

ところで、ブレーキ油圧やブレーキペダルの踏力に基づいて制動力を推定する構成とした場合、車輪のスリップが発生すると、制動力の推定結果と実際の制動力とが一致しなくなり、結果、勾配抵抗（走行抵抗）に大きな推定誤差が発生する可能性があった。
本発明は上記問題点に鑑みなされたものであり、制動中に車輪のスリップが発生することで、大きな誤差を有する走行抵抗が検出されてしまうことを回避できる車両の走行抵抗検出装置を提供することを目的とする。 By the way, when the configuration is such that the braking force is estimated based on the brake hydraulic pressure or the depression force of the brake pedal, when the wheel slips, the estimation result of the braking force does not match the actual braking force, and as a result, the gradient resistance ( There was a possibility that a large estimation error would occur in the running resistance.
The present invention has been made in view of the above problems, and provides a vehicle running resistance detection device capable of avoiding detection of running resistance having a large error due to occurrence of wheel slip during braking. For the purpose.

そのため請求項１記載の発明は、車両の駆動力，車両の加速抵抗，車両制動装置の制動力をそれぞれ算出する一方、車輪のスリップ量を検出し、前記駆動力，加速抵抗，制動力，スリップ量に基づいて走行抵抗を算出する構成とした。
かかる構成によると、制動力及びスリップ量を加味して走行抵抗を推定することで、制動中の走行抵抗の推定を可能にし、かつ、制動に伴ってスリップが発生しても走行抵抗の算出結果に大きな誤差が生じることを回避できる。 Therefore, the invention according to claim 1 calculates the driving force of the vehicle, the acceleration resistance of the vehicle, and the braking force of the vehicle braking device, respectively, while detecting the slip amount of the wheel, and the driving force, acceleration resistance, braking force, slip The running resistance is calculated based on the amount.
According to this configuration, by estimating the running resistance in consideration of the braking force and the slip amount, it is possible to estimate the running resistance during braking, and the calculation result of the running resistance even if slip occurs due to braking. A large error can be avoided.

請求項２記載の発明では、スリップ量に基づいて制動力補正値を設定し、駆動力，加速抵抗及び前記制動力補正値で補正した制動力に基づいて、走行抵抗を算出する構成とした。
かかる構成によると、スリップ量に応じて制動力の推定値を補正することで、制動中にスリップが発生することで制動力の推定値と実際値とに乖離が生じることを回避する。 According to the second aspect of the present invention, the braking force correction value is set based on the slip amount, and the running resistance is calculated based on the driving force, the acceleration resistance, and the braking force corrected by the braking force correction value.
According to this configuration, the estimated value of the braking force is corrected in accordance with the slip amount, thereby avoiding a difference between the estimated value of the braking force and the actual value due to the occurrence of slip during braking.

請求項３記載の発明では、車両の駆動力，車両の加速抵抗，車両制動装置の制動力をそれぞれ算出し、前記駆動力，加速抵抗，制動力に基づいて走行抵抗を算出する車両の走行抵抗検出装置において、車輪のスリップ量を検出し、スリップ量が所定以上であるときに前記走行抵抗の算出を禁止する構成とした。
かかる構成によると、スリップが発生すると、実際の制動力と推定値との間に乖離が生じ、結果、走行抵抗の推定誤差を発生させることになるので、スリップ発生時には、走行抵抗の算出を禁止し、少なくとも実際値と大きく異なる走行抵抗が推定されることを回避する。 According to the third aspect of the present invention, the vehicle driving force, the vehicle acceleration resistance, and the braking force of the vehicle braking device are calculated, and the driving resistance is calculated based on the driving force, acceleration resistance, and braking force. In the detection device, the slip amount of the wheel is detected, and the calculation of the running resistance is prohibited when the slip amount is a predetermined amount or more.
According to such a configuration, when slip occurs, a deviation occurs between the actual braking force and the estimated value, resulting in an estimated error in running resistance. In addition, it is avoided that a running resistance that is significantly different from at least the actual value is estimated.

請求項４記載の発明では、前記スリップ量を、全車輪の回転速度のうちの最大値と最小値との差として検出する構成とした。
かかる構成によると、車両の全車輪についてそれぞれ回転速度を検出し、全車輪間での回転速度の差をスリップに因るものであると推定し、最大速度と最小速度との差をスリップ量に相当する値として算出する。 According to a fourth aspect of the present invention, the slip amount is detected as a difference between the maximum value and the minimum value of the rotation speeds of all the wheels.
According to this configuration, the rotational speed is detected for each wheel of the vehicle, the difference in rotational speed between all the wheels is estimated to be due to slip, and the difference between the maximum speed and the minimum speed is set as the slip amount. Calculate as the corresponding value.

以下に本発明の実施の形態を説明する。
図１は、実施形態における車両の駆動系を構成する内燃機関，自動変速機を示す。
図１において、内燃機関１の出力側に、自動変速機２が連結される。
前記自動変速機２は、流体式トルクコンバータ３と、歯車式変速機４と、この歯車式変速機４中の各種変速要素の結合・開放操作を行う油圧アクチュエータ５とを備える。 Embodiments of the present invention will be described below.
FIG. 1 shows an internal combustion engine and an automatic transmission that constitute a vehicle drive system in the embodiment.
In FIG. 1, an automatic transmission 2 is connected to the output side of the internal combustion engine 1.
The automatic transmission 2 includes a fluid-type torque converter 3, a gear-type transmission 4, and a hydraulic actuator 5 that performs a coupling / release operation of various transmission elements in the gear-type transmission 4.

前記油圧アクチュエータ５に対する作動油圧の供給は、各種の電磁バルブによって制御されるが、図１には自動変速のためのシフト用電磁バルブ６Ａ，６Ｂのみを示してある。
尚、符号「７」は自動変速機２の出力軸を示す。
ここで、流体式トルクコンバータ３及び油圧アクチュエータ５の作動油圧であるライン圧を得るために、歯車式変速機４の入力軸によって回転駆動されるオイルポンプ８，パイロットバルブ９，電磁バルブ10，プレッシャモディファイヤバルブ11及びプレッシャレギュレータバルブ12が設けられている。 The supply of the hydraulic pressure to the hydraulic actuator 5 is controlled by various electromagnetic valves. FIG. 1 shows only shift electromagnetic valves 6A and 6B for automatic shifting.
Reference numeral “7” denotes an output shaft of the automatic transmission 2.
Here, in order to obtain the line pressure which is the working hydraulic pressure of the fluid type torque converter 3 and the hydraulic actuator 5, the oil pump 8, the pilot valve 9, the electromagnetic valve 10 and the pressure which are rotationally driven by the input shaft of the gear type transmission 4 are used. A modifier valve 11 and a pressure regulator valve 12 are provided.

前記パイロットバルブ９は、オイルポンプ８の吐出圧を電磁バルブ10に作用するパイロット圧に調圧する。
前記電磁バルブ10は、前記パイロット圧を運転条件に応じたスロットル圧に調圧する。
前記プレッシャモディファイヤバルブ11は、前記パイロット圧をスロットル圧に応じたプレッシャモディファイヤ圧に調圧し、該プレッシャモディファイヤ圧をプレッシャレギュレータバルブ12に作用させる。 The pilot valve 9 regulates the discharge pressure of the oil pump 8 to a pilot pressure that acts on the electromagnetic valve 10.
The electromagnetic valve 10 regulates the pilot pressure to a throttle pressure corresponding to operating conditions.
The pressure modifier valve 11 regulates the pilot pressure to a pressure modifier pressure corresponding to the throttle pressure, and applies the pressure modifier pressure to the pressure regulator valve 12.

前記プレッシャレギュレータバルブ12では、オイルポンプ吐出圧を、プレッシャモディファイヤ圧に比例したライン圧に調圧し、該ライン圧を流体式トルクコンバータ３及び油圧アクチュエータ５等の油圧回路に送る。
コントロールユニット13には、各種のセンサからの信号が入力される。
前記各種のセンサとしては、内燃機関１のスロットル弁14の開度ＴＶＯを検出するスロットルセンサ15、内燃機関１のクランク軸の回転位置を検出するクランク角センサ16、内燃機関１の吸入空気流量Ｑを検出するエアフローメータ17、車速ＶＳＰを検出する車速センサ18、流体式トルクコンバータ３におけるタービン回転速度Ｎt を検出するタービン回転センサ19、図示省略した油圧式ブレーキ装置におけるブレーキ油圧を検出する油圧センサ20、車両の各車輪の回転速度をそれぞれに検出する車輪速センサ21a〜21dが設けられている。 The pressure regulator valve 12 regulates the oil pump discharge pressure to a line pressure proportional to the pressure modifier pressure, and sends the line pressure to a hydraulic circuit such as the fluid torque converter 3 and the hydraulic actuator 5.
Signals from various sensors are input to the control unit 13.
The various sensors include a throttle sensor 15 that detects the opening TVO of the throttle valve 14 of the internal combustion engine 1, a crank angle sensor 16 that detects the rotational position of the crankshaft of the internal combustion engine 1, and an intake air flow rate Q of the internal combustion engine 1. An air flow meter 17 for detecting the vehicle speed, a vehicle speed sensor 18 for detecting the vehicle speed VSP, a turbine rotation sensor 19 for detecting the turbine rotation speed Nt in the fluid type torque converter 3, and a hydraulic pressure sensor 20 for detecting the brake hydraulic pressure in a hydraulic brake device (not shown). Further, wheel speed sensors 21a to 21d that respectively detect the rotational speeds of the wheels of the vehicle are provided.

そして、コントロールユニット13は、前記エアフローメータ17で検出される吸入空気流量Ｑと前記クランク角センサ16の信号に基づいて算出される機関回転速度Ｎｅとに基づいて、各シリンダの吸入空気量に対応する基本燃料噴射量Ｔｐ＝Ｋ×Ｑ／Ｎｅ（Ｋは定数）を算出し、更に、前記基本燃料噴射量Ｔｐを機関温度や加減速運転などに応じて補正して最終的な燃料噴射量を設定し、該最終的な燃料噴射量に基づいて各気筒にそれぞれ設けられる燃料噴射弁による燃料噴射を制御する。   The control unit 13 responds to the intake air amount of each cylinder based on the intake air flow rate Q detected by the air flow meter 17 and the engine speed Ne calculated based on the signal of the crank angle sensor 16. The basic fuel injection amount Tp = K × Q / Ne (K is a constant) is calculated, and the final fuel injection amount is corrected by correcting the basic fuel injection amount Tp according to the engine temperature, acceleration / deceleration operation, and the like. The fuel injection by the fuel injection valve provided in each cylinder is controlled based on the final fuel injection amount.

また、コントロールユニット13は、自動変速機２における変速制御とライン圧制御とを行う。
前記自動変速制御は、運転者が操作する図示しないセレクトレバーの操作位置と車両の運転状態に基づいて行なわれ、セレクトレバーがＤレンジの状態では、スロットル弁開度ＴＶＯと車速ＶＳＰとに従って１速〜４速の変速位置の目標を設定し、シフト用電磁バルブ６Ａ，６Ｂのオン・オフの組み合わせを制御して、油圧アクチュエータ５を介して歯車式変速機４を前記目標変速位置に制御する。 The control unit 13 performs shift control and line pressure control in the automatic transmission 2.
The automatic shift control is performed based on the operating position of a select lever (not shown) operated by the driver and the driving state of the vehicle. When the select lever is in the D range, the first speed is controlled according to the throttle valve opening TVO and the vehicle speed VSP. A target for the fourth speed shift position is set, the combination of on / off of the electromagnetic valves 6A and 6B for shifting is controlled, and the gear type transmission 4 is controlled to the target shift position via the hydraulic actuator 5.

尚、機関制御（燃料噴射及び点火時期制御）用のコントロールユニットと、自動変速制御用のコントロールユニットとを、個別に備える構成であっても良い。
ここで、コントロールユニット13は、図２のフローチャートに示す処理によって、走行抵抗としての路面の勾配（勾配抵抗）を算出し、この路面勾配（勾配抵抗）に応じて自動変速機における変速パターン（変速比）やロックアップクラッチの締結力などを変化させる。 The engine control (fuel injection and ignition timing control) control unit and the automatic shift control control unit may be provided separately.
Here, the control unit 13 calculates a road surface gradient (gradient resistance) as a running resistance by the process shown in the flowchart of FIG. 2, and according to the road surface gradient (gradient resistance), a shift pattern (speed change) in the automatic transmission is calculated. Ratio) and the fastening force of the lock-up clutch.

図２のフローチャートにおいて、ステップＳ１では、駆動力Ｆの算出を行う。
具体的には、スロットルセンサ15で検出されたスロットル弁開度ＴＶＯとタービン回転センサ19で検出されたタービン回転速度Ｎｔとに基づいてタービントルクＴｔを求める。
そして、前記タービントルクＴｔ，変速機におけるギヤ比ｉ，ファイナルギヤ比ｉｆ，変換係数ｋを用い、駆動力Ｆを、
Ｆ＝Ｔｔ×ｉ×ｉｆ×ｋ
として算出する。 In the flowchart of FIG. 2, in step S1, the driving force F is calculated.
Specifically, the turbine torque Tt is obtained based on the throttle valve opening TVO detected by the throttle sensor 15 and the turbine rotational speed Nt detected by the turbine rotation sensor 19.
Then, using the turbine torque Tt, the gear ratio i in the transmission, the final gear ratio if, and the conversion coefficient k, the driving force F is
F = Tt × i × if × k
Calculate as

ステップＳ２では、加速抵抗Ｒαを算出する。
前記加速抵抗Ｒαは、車速センサ18で検出される車速ＶＳＰの変化率から加速度ａを求め、この加速度ａと予め記憶させておいた標準の車両重量ｍとの乗算値として求めることができる。
ステップＳ３では、車両の転がり抵抗と空気抵抗との総和ＲR/Lを、車速センサ18で検出される車速ＶＳＰに基づいて設定する。 In step S2, the acceleration resistance Rα is calculated.
The acceleration resistance Rα can be obtained as a multiplication value of the acceleration a obtained from the rate of change of the vehicle speed VSP detected by the vehicle speed sensor 18 and the standard vehicle weight m stored in advance.
In step S3, the sum R R / L of the rolling resistance and air resistance of the vehicle is set based on the vehicle speed VSP detected by the vehicle speed sensor 18.

ステップＳ４では、前記油圧センサ20で検出されたブレーキ油圧を、予め設定されたテーブルに基づいて制動力ＦＢに変換する。
尚、制動力ＦＢは、ブレーキペダルの踏圧に基づいて推定することができる。
ステップＳ５では、車輪速センサ21a〜21dで検出される４輪それぞれの回転速度のうちの最大速度Ｎmaxを選択する。 In step S4, the brake hydraulic pressure detected by the hydraulic sensor 20 is converted into a braking force FB based on a preset table.
The braking force FB can be estimated based on the depression pressure of the brake pedal.
In step S5, the maximum speed Nmax is selected from the rotational speeds of the four wheels detected by the wheel speed sensors 21a to 21d.

ステップＳ６では、車輪速センサ21a〜21dで検出される４輪それぞれの回転速度のうちの最小速度Ｎminを選択する。
ステップＳ７では、前記最大速度Ｎmaxと最小速度Ｎminとの偏差をスリップ量Ｎslipとして算出する。
Ｎslip＝Ｎmax−Ｎmin
ステップＳ８では、前記スリップ量Ｎslipに基づいて前記制動力ＦＢを補正するための補正係数ＦＢｋ（制動力補正値）を設定する。 In step S6, the minimum speed Nmin is selected from the rotational speeds of the four wheels detected by the wheel speed sensors 21a to 21d.
In step S7, a deviation between the maximum speed Nmax and the minimum speed Nmin is calculated as a slip amount Nslip.
Nslip = Nmax−Nmin
In step S8, a correction coefficient FBk (braking force correction value) for correcting the braking force FB based on the slip amount Nslip is set.

前記補正係数ＦＢｋは、１．０≧ＦＢ＞０であって、前記スリップ量Ｎslipが０であるときに１．０に設定され、前記スリップ量Ｎslipが大きくなるほどより小さな値に設定される。
ステップＳ９では、ステップＳ４で求めた制動力ＦＢに、ステップＳ８で求めた補正係数ＦＢｋを乗算し、スリップ量に応じて補正した制動力ＦＢhosを求める。 The correction coefficient FBk is set to 1.0 when 1.0 ≧ FB> 0 and the slip amount Nslip is 0, and is set to a smaller value as the slip amount Nslip increases.
In step S9, the braking force FB obtained in step S4 is multiplied by the correction coefficient FBk obtained in step S8 to obtain a braking force FBhos corrected according to the slip amount.

車輪がスリップしているときには、ブレーキ油圧やブレーキペダルの踏圧に基づいて推定される制動力ＦＢは実際値と一致しなくなるが、前記スリップ量Ｎslipに応じて制動力ＦＢを補正することで、前記実際値に近い制動力ＦＢhosを求めることができる。
ステップＳ１０では、勾配抵抗（ｍｇ・sinθ）を、駆動力Ｆ，加速抵抗Ｒα，転がり抵抗と空気抵抗との総和ＲR/L，制動力ＦＢhosに基づき、
勾配抵抗＝Ｆ−Ｒα−ＲR/L−ＦＢhos
として算出する。 When the wheel is slipping, the braking force FB estimated based on the brake hydraulic pressure or the depression pressure of the brake pedal does not coincide with the actual value. However, by correcting the braking force FB according to the slip amount Nslip, A braking force FBhos close to the actual value can be obtained.
In step S10, the gradient resistance (mg · sin θ) is determined based on the driving force F, the acceleration resistance Rα, the total R R / L of the rolling resistance and the air resistance, and the braking force FBhos.
Gradient resistance = F−Rα−R R / L −FBhos
Calculate as

上記のように、制動力ＦＢhosを含めて勾配抵抗を算出させる構成であれば、制動中も勾配抵抗を更新演算させることができ、かつ、ブレーキ油圧やブレーキペダルの踏圧に基づいて推定される制動力ＦＢをスリップ量に応じて補正した制動力ＦＢhosを用いることで、スリップが発生することがあっても、精度良く勾配抵抗を求めることができ、勾配抵抗に応じた変速パターンの変更を精度良く行なわせることができる。   As described above, if the configuration is such that the gradient resistance is calculated including the braking force FBhos, the gradient resistance can be updated even during braking, and the control is estimated based on the brake hydraulic pressure or the brake pedal pressure. By using the braking force FBhos in which the power FB is corrected according to the slip amount, even if slip occurs, the gradient resistance can be obtained with high accuracy, and the change of the shift pattern according to the gradient resistance can be performed with high accuracy. Can be done.

尚、算出された勾配抵抗に基づく制御を、前記変速パターンの変更に限定するものではない。
また、簡易的には、転がり・空気抵抗ＲR/Lを省略し、
勾配抵抗＝Ｆ−Ｒα−ＦＢhos
として勾配抵抗を算出させても良い。 The control based on the calculated gradient resistance is not limited to the change of the shift pattern.
For simplicity, the rolling / air resistance R R / L is omitted,
Gradient resistance = F-Rα-FBhos
The gradient resistance may be calculated as

図３のフローチャートは、勾配抵抗の算出処理の第２の実施形態を示す。
図３のフローチャートにおいて、ステップＳ２１〜２７の各ステップにおける処理は、前記ステップＳ１〜ステップＳ７と同様であり、詳細な説明は省略する。
ステップＳ２８では、ステップＳ２７で求めたスリップ量Ｎslipが所定値以上であるか否かを判別する。 The flowchart of FIG. 3 shows a second embodiment of the gradient resistance calculation process.
In the flowchart of FIG. 3, the processes in steps S21 to S27 are the same as those in steps S1 to S7, and detailed description thereof is omitted.
In step S28, it is determined whether or not the slip amount Nslip obtained in step S27 is greater than or equal to a predetermined value.

そして、スリップ量Ｎslipが所定値未満であるとき（スリップが殆ど発生していないとき）には、ステップＳ２９へ進み、勾配抵抗（ｍｇ・sinθ）を、駆動力Ｆ，加速抵抗Ｒα，転がり抵抗と空気抵抗との総和ＲR/L，制動力ＦＢに基づき、
勾配抵抗＝Ｆ−Ｒα−ＲR/L−ＦＢ
として算出する。 When the slip amount Nslip is less than the predetermined value (when almost no slip has occurred), the process proceeds to step S29, and the gradient resistance (mg · sin θ) is set to the driving force F, acceleration resistance Rα, rolling resistance. Based on the total R R / L with air resistance and braking force FB,
Gradient resistance = F-Rα-R R / L -FB
Calculate as

一方、スリップ量Ｎslipが所定値以上であるとき（スリップ発生が認められるとき）には、ステップＳ２９を迂回して本ルーチンを終了させることで、勾配抵抗の更新演算を禁止する。
ブレーキ油圧やブレーキペダルの踏圧に基づいて推定される制動力ＦＢは、車輪のスリップ発生時には実際値と一致しなくなり、制動力ＦＢを用いて算出される勾配抵抗も実際値と異なる値になってしまう。 On the other hand, when the slip amount Nslip is greater than or equal to a predetermined value (when slip occurrence is recognized), the update calculation of the gradient resistance is prohibited by bypassing step S29 and ending this routine.
The braking force FB estimated based on the brake hydraulic pressure or the depression pressure of the brake pedal does not coincide with the actual value when the wheel slips, and the gradient resistance calculated using the braking force FB becomes a value different from the actual value. End up.

そこで、制動力ＦＢの推定誤差が大きくなり、これによって勾配抵抗の推定誤差が大きくなる、スリップ量Ｎslipが所定値以上である条件では、勾配抵抗の更新演算を禁止し、少なくとも大きな誤差を有する勾配抵抗が算出されることを回避する。
尚、勾配抵抗の最新値と前回の加重平均値とを加重平均演算し、該加重平均値に基づいて変速パターンの変更などを行なわせる構成とし、スリップ発生時には、前回の加重平均値に対する重み付けをより大きく変更することで、制動力ＦＢの推定誤差が勾配抵抗に大きく影響しないようにすることができ、更に、スリップ量Ｎslipに応じて前記重み付けをリニアに変化させることもできる。 Therefore, under the condition that the estimation error of the braking force FB is increased, thereby increasing the estimation error of the gradient resistance, and the slip amount Nslip is equal to or larger than a predetermined value, the update calculation of the gradient resistance is prohibited and the gradient having at least a large error. Avoid calculating the resistance.
The latest gradient resistance value and the previous weighted average value are weighted and averaged, and the shift pattern is changed based on the weighted average value. When a slip occurs, the previous weighted average value is weighted. By making the change larger, it is possible to prevent the estimation error of the braking force FB from greatly affecting the gradient resistance, and it is also possible to change the weighting linearly according to the slip amount Nslip.

また、スリップ量Ｎslipに応じて制動力ＦＢを補正して勾配抵抗を算出させる処理を、スリップ量Ｎslipが許容最大値以下であるときに行なわせ、前記許容最大値を超えるスリップ量Ｎslipが発生したときに、走行抵抗の更新演算を禁止させる構成とすることができる。
ここで、上記実施形態から把握し得る請求項以外の技術思想について、以下にその効果と共に記載する。
（イ）請求項１〜４のいずれか１つに記載の車両の走行抵抗検出装置において、
前記制動力を、ブレーキ油圧に基づいて推定することを特徴とする車両の走行抵抗検出装置。 Further, the process of correcting the braking force FB according to the slip amount Nslip to calculate the gradient resistance is performed when the slip amount Nslip is less than or equal to the allowable maximum value, and the slip amount Nslip exceeding the allowable maximum value is generated. In some cases, the update calculation of the running resistance can be prohibited.
Here, technical ideas other than the claims that can be grasped from the above embodiment will be described together with the effects thereof.
(A) In the vehicle running resistance detection device according to any one of claims 1 to 4,
A running resistance detection device for a vehicle, wherein the braking force is estimated based on a brake hydraulic pressure.

かかる構成によると、油圧式ブレーキ装置を備えた車両においてブレーキ油圧を検出することで、制動力を推定することができる。
（ロ）請求項１〜４のいずれか１つに記載の車両の走行抵抗検出装置において、
前記制動力を、ブレーキペダルの踏圧に基づいて推定することを特徴とする車両の走行抵抗検出装置。 According to this configuration, the braking force can be estimated by detecting the brake oil pressure in a vehicle equipped with a hydraulic brake device.
(B) In the vehicle running resistance detection device according to any one of claims 1 to 4,
The vehicle running resistance detection device characterized in that the braking force is estimated based on a depression pressure of a brake pedal.

かかる構成によると、ブレーキペダルの踏圧を検出することで、簡易に制動力を推定させることができる。
（ハ）請求項１記載の車両の走行抵抗検出装置において、
前記車両の駆動力，車両の加速抵抗，車両制動装置の制動力に基づいて算出される走行抵抗を、スリップ量に応じた重み付けで加重平均演算することを特徴とする車両の走行抵抗検出装置。 According to this configuration, the braking force can be easily estimated by detecting the depression pressure of the brake pedal.
(C) In the vehicle running resistance detection device according to claim 1,
A running resistance detection device for a vehicle, wherein the running resistance calculated based on the driving force of the vehicle, the acceleration resistance of the vehicle, and the braking force of the vehicle braking device is weighted and averaged by weighting according to a slip amount.

かかる構成によると、スリップの発生によって制動力の推定結果に誤差を生じているか否かに基づいて、走行抵抗の加重平均演算における重み付けを変更することで、スリップ発生により誤差を有する制動力が、加重平均値としての走行抵抗に与える影響を小さくすることが可能で、結果的に、スリップ発生によって走行抵抗に大きな誤差が生じることを回避できる。
（ニ）請求項２記載の車両の走行抵抗検出装置において、
前記スリップ量が許容最大値以下であるときに、前記制動力補正値で補正した制動力に基づいて前記走行抵抗を算出させ、前記スリップ量が前記許容最大値を超えるときに、前記走行抵抗の算出を禁止することを特徴とする車両の走行抵抗検出装置。 According to such a configuration, based on whether or not an error has occurred in the estimation result of the braking force due to the occurrence of slip, by changing the weighting in the weighted average calculation of the running resistance, the braking force having an error due to the occurrence of slip, It is possible to reduce the influence on the running resistance as the weighted average value, and as a result, it is possible to avoid a large error in the running resistance due to the occurrence of slip.
(D) In the vehicle running resistance detection device according to claim 2,
When the slip amount is less than or equal to the allowable maximum value, the running resistance is calculated based on the braking force corrected with the braking force correction value, and when the slip amount exceeds the allowable maximum value, A vehicle running resistance detection apparatus characterized by prohibiting calculation.

かかる構成のよると、スリップ量が比較的小さく制動力を補正することで実際値に近似させることができる場合には、スリップ量に応じて補正した制動力に基づいて走行抵抗を算出させるが、スリップ量が大きくなって制動力を精度良く補正することができない場合には、制動力を用いた走行抵抗の算出を禁止して、大きな誤差を有する走行抵抗が算出されることを回避する。   According to such a configuration, when the slip amount is relatively small and can be approximated to an actual value by correcting the braking force, the running resistance is calculated based on the braking force corrected according to the slip amount. When the slip amount becomes large and the braking force cannot be corrected with high accuracy, the calculation of the running resistance using the braking force is prohibited to avoid the calculation of the running resistance having a large error.

実施形態における車両動力系を示す図。The figure which shows the vehicle motive power system in embodiment. 勾配抵抗の検出処理の第１実施形態を示すフローチャート。The flowchart which shows 1st Embodiment of the detection process of gradient resistance. 勾配抵抗の検出処理の第２実施形態を示すフローチャート。The flowchart which shows 2nd Embodiment of the detection process of gradient resistance.

符号の説明Explanation of symbols

１…内燃機関、２…自動変速機、３…流体式トルクコンバータ、４…歯車式変速機、５…油圧アクチュエータ、７…出力軸、13…コントロールユニット、14…スロットル弁、15…スロットルセンサ、16…クランク角センサ、17…エアフローメータ、18…車速センサ、19…タービン回転センサ、20…油圧センサ、21a〜21d…車輪速センサ DESCRIPTION OF SYMBOLS 1 ... Internal combustion engine, 2 ... Automatic transmission, 3 ... Fluid type torque converter, 4 ... Gear type transmission, 5 ... Hydraulic actuator, 7 ... Output shaft, 13 ... Control unit, 14 ... Throttle valve, 15 ... Throttle sensor, 16 ... Crank angle sensor, 17 ... Air flow meter, 18 ... Vehicle speed sensor, 19 ... Turbine rotation sensor, 20 ... Hydraulic sensor, 21a-21d ... Wheel speed sensor

Claims (4)

車両の駆動力，車両の加速抵抗，車両制動装置の制動力をそれぞれ算出する一方、車輪のスリップ量を検出し、前記駆動力，加速抵抗，制動力，スリップ量に基づいて走行抵抗を算出することを特徴とする車両の走行抵抗検出装置。   While calculating the driving force of the vehicle, the acceleration resistance of the vehicle, and the braking force of the vehicle braking device, the slip amount of the wheel is detected, and the running resistance is calculated based on the driving force, acceleration resistance, braking force, and slip amount. A vehicle running resistance detection device characterized by the above. 前記スリップ量に基づいて制動力補正値を設定し、前記駆動力，加速抵抗及び前記制動力補正値で補正した制動力に基づいて、前記走行抵抗を算出することを特徴とする請求項１記載の車両の走行抵抗検出装置。   The braking resistance correction value is set based on the slip amount, and the running resistance is calculated based on the driving force, acceleration resistance, and braking force corrected by the braking force correction value. Vehicle running resistance detection device. 車両の駆動力，車両の加速抵抗，車両制動装置の制動力をそれぞれ算出し、前記駆動力，加速抵抗，制動力に基づいて走行抵抗を算出する車両の走行抵抗検出装置において、
車輪のスリップ量を検出し、スリップ量が所定以上であるときに前記走行抵抗の算出を禁止することを特徴とする車両の走行抵抗検出装置。 In the vehicle running resistance detection device for calculating the driving force of the vehicle, the acceleration resistance of the vehicle, the braking force of the vehicle braking device, and calculating the running resistance based on the driving force, acceleration resistance, and braking force,
A vehicle running resistance detection device that detects a slip amount of a wheel and prohibits calculation of the running resistance when the slip amount is equal to or greater than a predetermined amount. 前記スリップ量を、全車輪の回転速度のうちの最大値と最小値との差として検出することを特徴とする請求項１〜３のいずれか１つに記載の車両の走行抵抗検出装置。   The travel resistance detecting device for a vehicle according to any one of claims 1 to 3, wherein the slip amount is detected as a difference between a maximum value and a minimum value among rotation speeds of all wheels.
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