Power train control apparatus for a vehicle

Claim 2

A power train control apparatus for a vehicle comprising a combination of one or more microprocessors having a memory with programs stored therein for carrying out power train control functions and associated apparatus adapted to transmit output of an engine to a driven wheel through an automatic transmission for shifting speed stages based on a given shift characteristic, said combination comprising: a slip detecting means for detecting a slip value of the driven wheel on pavement; a slip control means for controlling the degree of slippage by reducing torque to be applied to the driven wheel in response to output from said slip detecting means when a degree of slippage is large enough to be reduced by slip control; a shift-characteristics changing means for changing said given shift characteristic, said shift characteristic comprising a first shift characteristic and a second shift characteristic, in a manner such that said first shift characteristic is used at the time of ordinary running when no slip control is carried out by said slip control means and said second shift characteristic is used when slip control is carried out by said slip control means; a running-state detecting means for detecting a given preset vehicle running state; and a regulation means for regulating return of said second shift characteristic to said first shift characteristic when said given preset running state is detected by said running-state detecting means as slip control by said slip control means terminates.

Claim 3

A power train control apparatus as claimed in claim 1, wherein said second shift characteristic has a range in a high speed stage, which is wider than said first shift characteristic.

Claim 4

A power train control apparatus as claimed in claim 1, wherein said given running state is set at a time when torque generated by the engine is large.

Claim 5

A power train control apparatus as claimed in claim 1, wherein said given running state is set at a time when a speed stage is downshifted upon return to said first shift characteristics.

Claim 6

A power train control apparatus as claimed in claim 1, wherein said given running state is set at a time when an accelerator is opened or when a degree of opening of accelerator is not zero.

Claim 7

A power train control apparatus as claimed in claim 1, wherein: the output, or the torque generated thereby, is adjusted by an amount of intake air adjusted by a degree of opening of a throttle valve; and said slip control implements slip control by controlling said degree of opening of the throttle valve regardless of operation of accelerator.

Claim 8

A power train control apparatus as claimed in claim 6, wherein: said first shift characteristic is set using said degree of opening of the throttle valve and a number of revolutions of the driven wheel as parameters; and said second shift characteristic is set using said degree of opening of the accelerator and a number of revolutions of the undriven wheel as parameters.

Claim 9

A power train control apparatus as claimed in claim 6, wherein said second shift characteristic is set so as to cause no shifting even when said degree of opening of the throttle valve changes.

Claim 10

A power train control apparatus as claimed in claim 8, wherein said second shift characteristic is set using a vehicle speed only as a parameter.

Claim 11

A power train control apparatus as claimed in claim 6, wherein: a throttle characteristic for slip control is preset, in which a target degree of opening of the throttle valve in accordance with a vehicle speed is stepwise set using a friction coefficient on pavement as a parameter; and said slip control is implemented by providing a target throttle opening degree by collating the vehicle speed and the friction coefficient with said throttle characteristic for slip control and making said degree of opening of the throttle valve said target throttle opening degree.

Claim 12

A power train control apparatus as claimed in claim 1, wherein said slip value is determined on the basis of a rotational velocity of the driven wheel and a rotational velocity of the undriven wheel.

Claim 13

A power train control apparatus as claimed in claim 11, wherein said slip value is a difference obtained by subtracting the rotational velocity of the undriven wheel from the rotational velocity of the driven wheel.

Claim 14

A power train control apparatus as claimed in claim 11, wherein said slip value is set as a ratio of the rotational velocity of the driven wheel to the rotational velocity of the undriven wheel.

Claim 15

A power train control apparatus comprising a combination of one or more microprocessors having a memory with programs stored therein for carrying out power train control functions and associated apparatus, said combination comprising: an output adjusting means for adjusting output of an engine, or torque generated by the engine; an automatic transmission for effecting shifting on the basis of a given shift characteristic, which is interposed between said engine and driven wheels; a first rotational velocity detecting means for detecting a rotational velocity of a driven wheel; a second rotational velocity detecting means for detecting a rotational velocity of an undriven wheel; a slip value determining means for determining a slip value against the driven wheel on pavement on the basis of the rotational velocity of the driven wheel and the rotational velocity of the undriven wheel in response to output from said first and second rotational velocity detecting means, respectively; a slip control means for reducing torque applied to the driven wheel by controlling said output adjusting means prior to operation of an accelerator when the slip value determined by said slip ratio determining means is larger than a predetermined value; a shift characteristic changing means for changing said given shift characteristic comprising a first shift characteristic and a second shift characteristic so as to set said first shift characteristic at the time of ordinary running when no slip control is carried out by said slip control means and to set said second shift characteristic at a setting which is least unlikely to cause downshifting compared with said first shift characteristic when slip control is carried out by said slip control means; a running-state detecting means for detecting a given running state in which a running state of the vehicle is preset; and a regulation means for regulating return of said shift characteristic from said second shift characteristic to said first shift characteristic when said given running state is detected by said running-state detecting means as the slip control by said slip control means terminates.

Claim 16

A power train control apparatus comprising a combination of one or more microprocessors having a memory with programs stored therein for carrying out power train control functions and associated apparatus, said combination comprising: an output adjusting means for adjusting output of an engine, or torque generated by the engine; an automatic transmission for effecting shifting on the basis of a given shift characteristic, which is interposed between said engine and driven wheels; a first rotational velocity detecting means for detecting a rotational velocity of a driven wheel; a second rotational velocity detecting means for detecting a rotational velocity of an undriven wheel; a slip value determining means for determining a slip value against the driven wheel on pavement on the basis of the rotational velocity of the driven wheel and the rotational velocity of the undriven wheel in response to output from said first and second rotational velocity detecting means, respectively; a slip control means for reducing torque applied to the driven wheel by controlling said output adjusting means prior to operation of an accelerator when the slip value determined by said slip ratio determining means is larger than a predetermined value; a shift characteristic changing means for changing said given shift characteristic comprising a first shift characteristic and a second shift characteristic so as to set said first shift characteristic at the time of ordinary running when no slip control is carried out by said slip control means and to set said second shift characteristic at a setting which is least unlikely to cause downshifting compared with said first shift characteristic when slip control is carried out by said slip control means; a running-state detecting means for detecting a given running state in which a running state of the vehicle is preset; and a regulation means for regulating return of said shift characteristic from said second shift characteristic to said first shift characteristic when said given running state is detected by said running-state detecting means as the slip control by said slip control means terminates.

Claim 17

A power train control apparatus as claimed in claim 14, wherein: said first shift characteristic is set using an amount of operation of said output adjusting means and a rotational velocity of a driven wheel as parameters; and said second shift characteristic is set using an amount of operation of an accelerator and a rotational velocity of an undriven wheel as parameters.

Claim 18

A power train control apparatus as claimed in claim 14, wherein: said first shift characteristic is set using an amount of operation of said output adjusting means and a vehicle speed as parameters; and said second shift characteristic is set using a vehicle speed only as a parameter.

Claim 19

A power train control apparatus as claimed in claim 14, wherein said given running state is set when the accelerator is set, or when a degree of operation of an accelerator is not zero.

Claim 20

A power train control apparatus as claimed in claim 14, wherein said given running state is set at the time when downshifting is effected as said given shift characteristic is returned to said first shift characteristic.

Claim 21

A power train control apparatus as claimed in claim 14, wherein said slip control means decreases torque applied to the driven wheel by braking the driven wheel as well as by controlling said output adjusting means.

Claim 22

A power train control apparatus as claimed in claim 19, wherein said slip control means controls said output adjusting means so as to make said slip value, or an actual rotational velocity of the driven wheel, a given first target value and to control a brake for said driven wheel so as to make said slip value, or said actual rotational velocity of the driven wheel, a given second target value.

Claim 23

A power train control apparatus as claimed in claim 20, wherein said first target value is set smaller than said second target value.

Claim 24

A power train control apparatus as claimed in claim 14, wherein said output adjusting means is a throttle valve for adjusting an amount of intake air of the engine.

Claim 25

A power train control apparatus comprising a combination of one or more microprocessors having a memory with programs stored therein for carrying out power train control functions and associated apparatus, said combination comprising: an engine whose output or amount of torque generated can be regulated by adjustment of an amount of intake air by adjusting a degree of opening of a throttle valve; an automatic transmission for effecting shifting on the basis of a given shift characteristic, which is interposed between said engine and driven wheels; a first rotational velocity detecting means for detecting a rotational velocity of a driven wheel; a second rotational velocity detecting means for detecting a rotational velocity of an undriven wheel; a slip value determining means for determining a slip value of the driven wheel on pavement on the basis of the rotational velocity of the driven wheel and the rotational velocity of the undriven wheel in response to output from said first and second rotational velocity detecting means, respectively; a slip control means for reducing torque applied to the driven wheel by controlling said throttle valve prior to operation of an accelerator when the slip value determined by said slip value determining means is larger than a predetermined value; a shift characteristic changing means for changing said given shift characteristic comprising a first shift characteristic and a second shift characteristic so as to set said first shift characteristic at the time of ordinary running when no slip control is carried out by said slip control means and to set said second shift characteristic at a setting which is least unlikely to cause downshifting compared with said first shift characteristic when slip control is carried out by said slip control means; a speed stage comparing means for comparing a first speed stage obtainable on the basis of said first shift characteristic with a second speed stage obtainable on the basis of said second shift characteristic when slip control by said slip control means terminates; and a shift characteristic return regulating means for regulating return of said shift characteristic from said second shift characteristic to said first shift characteristic when said first speed stage is lower than said second speed stage by means of said speed stage comparing means.

Claim 26

A power train control apparatus comprising a combination of one or more microprocessors having a memory with programs stored therein for carrying out power train control functions and associated apparatus, said combination comprising: an engine whose output or amount of torque generated can be regulated by adjustment of an amount of intake air by adjusting a degree of opening of a throttle valve; an automatic transmission for effecting shifting on the basis of a given shift characteristic, which is interposed between said engine and driven wheels; a first rotational velocity detecting means for detecting a rotational velocity of a driven wheel; a second rotational velocity detecting means for detecting a rotational velocity of an undriven wheel; a slip value determining means for determining a slip value of the driven wheel on pavement on the basis of the rotational velocity of the driven wheel and the rotational velocity of the undriven wheel in response to output from said first and second rotational velocity detecting means, respectively; a slip control means for reducing torque applied to the driven wheel by controlling said throttle valve prior to operation of an accelerator when the slip value determined by said slip value determining means is larger than a predetermined value; a shift characteristic changing means for changing said given shift characteristic comprising a first shift characteristic and a second shift characteristic so as to set said first shift characteristic at the time of ordinary running when no slip control is carried out by said slip control means and to set said second shift characteristic at a setting which is least unlikely to cause downshifting compared with said first shift characteristic when slip control is carried out by said slip control means; a speed stage comparing means for comparing a first speed stage obtainable on the basis of said first shift characteristic with a second speed stage obtainable on the basis of said second shift characteristic when slip control by said slip control means terminates; and a shift characteristic return regulating means for regulating return of said shift characteristic from said second shift characteristic to said first shift characteristic when said first speed stage is lower than said second speed stage by means of said speed stage comparing means.

Claim 27

A power train control apparatus as claimed in claim 23, wherein: said first shift characteristic is set using engine load and vehicle speed as parameters; and said second shift characteristic is set using vehicle speed alone as a parameter.