JP2003200764A - Control device of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device of a vehicle allowing suitable solving of various problems between a turning behavior stabilizing operation by a stabilization control device of a turning behavior and an operation of a driving system device such as a hydraulic power transmission having a direct-coupled clutch, an automatic transmission, or a limited-slip differential clutch. <P>SOLUTION: When a determining means 172 (SB3) of in-operation of turning behavior control determines the in-operation of the stabilization of the turning behavior by a turning behavior controlling means 160, a changing and suppressing means 184 (SB61 and SB71) of a power transmission state suppresses change of the power transmission state of the driving system of the vehicle. Therefore, when driving force control is intended to be performed using output torque of an engine 10, sufficient accuracy of the driving force control is obtained even when the torque ratio t changes in response to an engaging state of a lock up clutch 24. <P>COPYRIGHT: (C)2003,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle control device for controlling an engine and an automatic transmission of a vehicle.

[0002]

2. Description of the Related Art Driving with low road friction resistance, high vehicle speed driving,
During traveling during an emergency avoidance operation, there may be an unstable situation in which the lateral grip limit of the wheels is exceeded in the turning behavior of the vehicle. The unstable situation is
For example, the rear wheel loses grip relatively to the front wheel, resulting in an oversteering tendency that shows an excessive turning angle (spin) with respect to the steering angle, or the front wheel loses grip relatively to the rear wheel. Due to this, there is a case where there is an understeering tendency that shows an excessively small turning angle with respect to the operating angle.

On the other hand, when the turning behavior of the vehicle becomes unstable, a turning behavior stabilization control device has been proposed which stabilizes the turning behavior of the vehicle by controlling the braking force or the engine output of the vehicle. ing. For example, Japanese Patent Laid-Open No. 4-26
This is the device described in Japanese Patent No. 6538. Such an apparatus is, for example, a VSC (Vehicle Stability Cont
rol) system, when it is determined that the vehicle condition is oversteer or understeer, the engine output is reduced and the braking force is applied to the front or rear wheels to suppress the oversteer moment. Alternatively, an understeer suppressing moment is generated to stabilize the turning behavior of the vehicle.

[0004]

[Patent Document 1] Japanese Patent Laid-Open No. 4-266538

[0005]

By the way, in the conventional vehicle using the above-mentioned turning behavior stabilization control device, the turning behavior stabilization control operation by the turning behavior stabilization control device, the fluid transmission device with the direct coupling clutch, the automatic Between the operation of the drive system device such as the transmission and the limited slip differential clutch,
There was a possibility that various inconveniences would occur.

For example, when the driving force control is to be executed by using the output torque of the engine, inertia torque is added during the speed change transition of the automatic transmission, or in association with the engagement state of the lockup clutch. Since the torque ratio changes, there is a possibility that the driving force control accuracy may not be sufficiently obtained.

The present invention has been made in view of the above circumstances, and an object of the present invention is to perform a turning behavior stabilizing operation by a turning behavior stabilization control device, a fluid transmission device with a direct coupling clutch, and an automatic transmission. SUMMARY OF THE INVENTION It is an object of the present invention to provide a vehicle control device that suitably eliminates the inconvenience between the operation of a drive system device such as a differential limiting clutch.

[0008]

A first aspect of the invention for achieving the above object is to provide a vehicle based on an output torque of an engine and a gear ratio of an automatic transmission from a preset relationship. A control device for a vehicle, comprising: a driving force calculation means for calculating the driving force of the vehicle; and a turning behavior control means for stabilizing the turning behavior of the vehicle when the turning behavior of the vehicle becomes unstable. a) a turning behavior control in-operation judging means for judging whether or not the turning behavior by the turning behavior control means is in a stabilizing operation, and (b) by the turning behavior control means in the turning behavior control operating judgment means. When it is determined that the turning behavior is being stabilized, a power transmission state change suppressing unit that suppresses a change in the power transmission state of the drive system of the vehicle is included.

[0009]

[Effects of the First Invention] According to this structure, when the turning behavior control operation determining means determines that the turning behavior of the turning behavior control means is being stabilized, the power transmission state change suppressing means is provided. Since the change of the power transmission state of the drive system of the vehicle is suppressed by the above, when the drive force control is executed using the output torque of the engine, the torque ratio thereof is related to the engagement state of the lockup clutch. Even if is changed, sufficient accuracy of driving force control can be obtained.
Therefore, even when the driving force control is executed by using the output torque of the engine calculated for controlling the drive system device such as the lockup clutch, the turning behavior stabilizing operation and the lockup are performed by the turning behavior control means. It is possible to prevent inconvenience from occurring between the control operation of the drive system device such as the clutch.

[0010]

A second aspect of the present invention for achieving the above object is to provide an engine output torque, a torque converter torque ratio, and an automatic transmission from a preset relationship. A vehicle provided with a driving force calculation means for calculating the driving force of the vehicle based on the gear ratio of the machine and a turning behavior control means for stabilizing the turning behavior of the vehicle when the turning behavior of the vehicle becomes unstable. Control device of
(a) a turning behavior control operating determination means for determining whether or not the turning behavior is being stabilized by the turning behavior control means, and (b) the turning behavior control operating means by the turning behavior control operating determination means. When it is determined that the turning behavior of the vehicle is being stabilized, the power transmission state change suppressing means for suppressing the change of the power transmission state of the drive system of the vehicle is included.

[0011]

[Effects of the Second Invention] In this way, when the turning behavior control operation determining means determines that the turning behavior of the turning behavior control means is being stabilized, the power transmission state change suppressing means is provided. Since the change of the power transmission state of the drive system of the vehicle is suppressed by the above, when the drive force control is executed using the output torque of the engine, the torque ratio thereof is related to the engagement state of the lockup clutch. Even if is changed, sufficient accuracy of driving force control can be obtained.
Therefore, even when the driving force control is executed by using the output torque of the engine calculated for controlling the drive system device such as the lockup clutch, the turning behavior stabilizing operation and the lockup are performed by the turning behavior control means. It is possible to prevent inconvenience from occurring between the control operation of the drive system device such as the clutch.

[0012]

[Other Aspects of First and Second Aspects of the Invention] Here, preferably, the power transmission state change restraining means prohibits a shift of the automatic transmission, so that the power transmission state of the drive system of the vehicle is changed. It suppresses changes. Alternatively, the power transmission state change suppressing means prohibits switching between the engaged state and the released state of the lockup clutch,
It suppresses a change in the power transmission state of the drive system of the vehicle. Alternatively, the power transmission state change suppressing means suppresses the change in the power transmission state of the drive system of the vehicle by uniformly setting the lock-up clutch to the disengaged state and prohibiting the slip control.

[0013]

BEST MODE FOR CARRYING OUT THE INVENTION An embodiment of the present invention will be described in detail below with reference to the drawings.

FIG. 1 is a skeleton diagram showing an example of an automatic transmission for a vehicle, the shift of which is controlled by a shift control device according to an embodiment of the present invention. In the figure, the output of the engine 10 is input to the automatic transmission 14 via the torque converter 12,
It is adapted to be transmitted to the drive wheels via a differential gear unit and an axle not shown.

The torque converter 12 is the engine 1
Pump impeller 18 connected to the crankshaft 16 of 0 and turbine impeller 2 connected to the input shaft 20 of the automatic transmission 14.
2, a lock-up clutch 24 that directly connects the pump impeller 18 and the turbine impeller 22 and a stator 28 that is prevented from rotating in one direction by a one-way clutch 26.

The automatic transmission 14 includes a first transmission 30 for switching between high and low gears and a second transmission 32 for switching between reverse gear and four forward gears. The first transmission 30 includes an HL planetary gear device 34 including a sun gear S0, a ring gear R0, and a planet gear P0 that is rotatably supported by the carrier K0 and meshed with the sun gear S0 and the ring gear R0. The clutch C0 and the one-way clutch F0 are provided between the sun gear S0 and the housing 41, and the brake B0 is provided between the sun gear S0 and the housing 41.

The second transmission 32 is composed of a sun gear S1, a ring gear R1, and a first planetary gear unit 36 which is rotatably supported by a carrier K1 and comprises a planet gear P1 meshed with the sun gear S1 and the ring gear R1.
, Sun gear S2, ring gear R2, and carrier K
2 and a second planetary gear unit 38, which is rotatably supported by the sun gear S2 and a ring gear R2 and is meshed with the sun gear S2 and the ring gear R2, and the sun gear S3, the ring gear R3, and the carrier K3, which are rotatably supported by the sun gear S2. S3 and a third planetary gear set 40 including a planet gear P3 meshed with the ring gear R3.

The sun gear S1 and the sun gear S2 are integrally connected to each other, the ring gear R1, the carrier K2 and the carrier K3 are integrally connected, and the carrier K3 is connected to the output shaft 42. The ring gear R2 is integrally connected to the sun gear S3. A clutch C1 is provided between the ring gear R2 and the sun gear S3 and the intermediate shaft 44, and the sun gear S1 and the sun gear S are provided.
A clutch C2 is provided between the shaft 2 and the intermediate shaft 44. In addition, a band-type brake B1 for stopping the rotation of the sun gear S1 and the sun gear S2 is provided on the housing 41.
It is provided in. A one-way clutch F1 is provided between the sun gear S1 and the sun gear S2 and the housing 41.
And the brake B2 are provided in series. The one-way clutch F1 is configured to be engaged when the sun gear S1 and the sun gear S2 try to rotate in the opposite direction to the input shaft 20.

A brake B3 is provided between the carrier K1 and the housing 41, and a brake B4 and a one-way clutch F2 are provided in parallel between the ring gear R3 and the housing 41. This one-way clutch F
2 is configured to be engaged when the ring gear R3 tries to rotate in the reverse direction.

The central differential gear device 45 includes a carrier K4 that rotatably supports the pinion P4 and is connected to the output shaft 42, a sun gear S4 that is connected to the front wheel side shaft 47 via a transfer device 46, and a rear gear S4. Wheel shaft 48
A differential gear limiting clutch 49 provided between the carrier K4 and the sun gear S4. The drive force output from the automatic transmission 14 is supplied to the front wheel side shaft 47 and the rear wheel side shaft 48. Distribute to and. The driving force transmitted to each of the front wheel side shaft 47 and the rear wheel side shaft 48 is transmitted to each of the pair of front wheels and rear wheels via a differential gear device (not shown).

In the automatic transmission 14 constructed as described above, for example, according to the operation table shown in FIG. 2, one of the reverse gears and the forward gears of which the gear ratios are sequentially different are switched to either one of the gears. In FIG. 2, a circle indicates an engaged state, a blank indicates a released state, and a ● indicates an engaged state during engine braking. As is clear from FIG. 2, the brake B3 is adapted to be engaged during the gear shift to switch from the first gear stage to the second gear stage.

As shown in FIG. 3, in the intake pipe of the engine 10 of the vehicle, a throttle valve 56 driven by a throttle actuator 54 based on the operation amount of the accelerator pedal 50 detected by an accelerator operation amount sensor 52.
Is provided. Also, the rotational speed N _E of the engine 10
Engine speed sensor 58 for detecting
Intake air amount sensor 60 for detecting the intake air amount Q / N of
Intake air temperature sensor 6 for detecting the temperature T _A of the intake air
2. A throttle sensor 64 for detecting the opening θ _TH of the throttle valve 56, a vehicle speed sensor 66 for detecting the rotation speed N _OUT of the output shaft 42, that is, a vehicle speed V, and a cooling water temperature sensor for detecting the cooling water temperature T _W of the engine 10. 68, brake switch 70 for detecting the operation of the brake, shift lever 7
The operation position sensor 74 for detecting the operation position P _SH of _No. 2, the clutch C0 rotation sensor 73 for detecting the rotation speed N _C0 of the input shaft 20, that is, the clutch C0, and the oil temperature sensor for detecting the hydraulic oil temperature T _OIL of the hydraulic control circuit 84. 75 and the like are provided, and from these sensors, the engine rotation speed N _E ,
Intake air amount Q / N, intake air temperature T _A , throttle valve opening θ _TH , vehicle speed V, engine cooling water temperature T _W , brake operating state BK, shift lever 72 operating position P _SH , clutch C0 rotation speed A signal representing N _C0 and the hydraulic oil temperature T _OIL is supplied to the engine electronic control unit 76 or the shift electronic control unit 78.

The electronic control unit for engine 76 includes a CPU,
A so-called microcomputer having a RAM, a ROM, and an input / output interface, the CPU processes an input signal according to a program stored in the ROM in advance while utilizing a temporary storage function of the RAM, and executes various engine controls. For example, the fuel injection valve 80 is controlled to control the fuel injection amount, the igniter 80 is controlled to control the ignition timing, a bypass valve (not shown) is controlled to control the idle speed, and the throttle actuator is controlled to control the traction. A throttle valve 56 is controlled by 54. The engine electronic control unit 76 is communicably connected to the shift electronic control unit 78 and the VSC electronic control unit 82, and a signal required for one is appropriately transmitted from the other. .

The electronic shift control device 78 is also a microcomputer similar to that described above, and the CPU uses the temporary storage function of the RAM while processing the input signal in accordance with the program stored in the ROM in advance, and the hydraulic control circuit 84. Each solenoid valve or linear solenoid valve is driven. For example,
The electronic shift control device 78 controls the opening θ of the throttle valve 52.
_A linear solenoid valve SLT is used to generate a throttle pressure P _TH corresponding to _TH , a linear solenoid valve SLN is used to control the accumulator back pressure, and the lockup clutch 24 is engaged, released, slipped, and braked. The linear solenoid valve SLU is driven to control the direct control of B3 and the shift of the clutch to clutch.
Further, the electronic shift control device 78 determines the gear position of the automatic transmission 14 based on the actual throttle valve opening θ _TH and the vehicle speed V from a pre-stored shift diagram shown in FIG. The solenoid valves S1, S2, S3 are driven so as to obtain the gear position and the engaged state, and the solenoid valve S4 is driven when engine braking is generated.

Further, the vehicle has a yaw rate sensor 83 for detecting a yaw rate, an acceleration sensor 84, and a steering angle sensor 8
5. The wheel rotation speed sensor 86 is provided, and from these sensors, the rotation angular speed (yaw rate) ω _Y about the vertical axis of the vehicle body, the longitudinal acceleration G of the vehicle body, the steering angle θ _W of the steering wheel, and the four Wheel rotation speed N _W1 ~ N
A signal representing _W4 is supplied to the VSC electronic control unit 82. This VSC electronic control unit 82 also
In the same microcomputer as described above, the CPU processes an input signal according to a program stored in advance in the ROM while utilizing the temporary storage function of the RAM, drives the throttle valve 56 via the throttle actuator 54, and simultaneously A solenoid valve (not shown) provided in the booster actuator 87 is driven to control the brake hydraulic pressures of the four wheels. The hydro booster actuator 87 is incorporated in a braking hydraulic circuit (not shown), and the braking forces of the four wheels are independently controlled as needed. The VSC electronic control unit 82 is also connected to the engine electronic control unit 76 and the shift electronic control unit 78 so as to be able to communicate with each other, and a signal necessary for one is appropriately transmitted from the other. .

4 and 5 show the main part of the hydraulic control circuit 84. 4 and 5, the 1-2 shift valve 88 and the 2-3 shift valve 90 are electromagnetic valves S1,
A switching valve that is switched based on the output pressure of S2 at the time of shifting from the first speed gear to the second speed and at the time of shifting from the second speed to the third speed.
The numerical value indicating the switching position indicates the gear position. The forward range pressure P _D is set by the shift lever 72 in the forward range (D,
4, 3, 2, L) is a pressure generated from a manual valve (not shown) when it is operated, and is adjusted by a line pressure adjusting valve (not shown) so as to increase according to the throttle valve opening θ _TH. The line pressure P _L is used as the source pressure.

When a shift output for switching from the first gear to the second gear is issued, the forward range pressure P is set.
_D is supplied to the brake B3 via the 1-2 shift valve 88, the 2-3 shift valve 90, the oil passage L01, the B3 control valve 92, and the oil passage L02. Incidentally, 94 is a damper for buffering. Further, when the shift output for switching from the second gear to the third gear is output, the forward range pressure P _D is
Brake B2 through 2-3 shift valve 90 and oil passage L03
At the same time as being supplied to the B2 accumulator 100 and the hydraulic oil in the brake B3, the hydraulic oil in the brake B3 is oil passage L02, B3 control valve 92, oil passage L01, 2-3 shift valve 90, return oil passage L04, 2-3 timing valve 98. The pressure is controlled to be drained via the branch oil passage L05 and the B2 orifice control valve 96 branched from the return oil passage L04, and the pressure is drained quickly.

Back pressure chamber 1 of the B2 accumulator 100
At 00 _B , an accum back pressure P _{AC C} from an accum back pressure control valve (not shown) that generates an accum back pressure P _ACC based on the output pressure P _SLT of the linear solenoid valve _SLT and the output pressure P _SLN of the linear solenoid valve SLN. Is supplied at each shift.

The B3 control valve 92 is connected to the oil passage L0.
1 and the oil passage L02 for opening and closing the spool valve element 104
And the same as the spool valve element 104 with the spring 106 interposed.
Of the diameter larger than that of the spool valve 104
The plunger 108 and the spring 106 are accommodated, and
When the 2-3 shift valve 90 is switched to the third speed side
Forward range pressure P output from it_DThrough oil passage L07
Oil chamber 110 to be received by the operator and the shaft end of the plunger 108
Output pressure P of the linear solenoid valve SLU _SLUTo
And a receiving oil chamber 112. Therefore, B3
The control valve 92, during the process of establishing the second gear,
Output pressure P of linear solenoid valve SLU_SLUAccording to spoo
The valve 104 to the open position shown on the left side of the centerline.
First fill and then after
Supply hydraulic oil from oil passage L01 to oil passage L02 or
Causes the hydraulic oil in the oil passage L02 to flow out to the discharge oil passage L06
As a result, the engagement pressure P in the brake B3_B3The rise of
From the formula 1, the output pressure P_SLUAccumulator based on
The pressure is directly adjusted as in the buffering action by. The Lini
The solenoid valve SLU has its output pressure P_SLUIs for shifting electronic
Supplied from controller 78 to linear solenoid valve SLU
According to command value DSLU (drive duty ratio: unit is%)
While it is configured to increase,
As can be seen, the engagement pressure P in the brake B3_B3And Liniyasore
Output pressure P of the noid valve SLU_SLUCorrespond proportionally to each other
Therefore, the command value DSLU and the brake B3
Combined pressure P_B3Has a unique correspondence with. In addition, in Formula 1,
And S₁And S₂Plunger 108 and spoo
2 is a cross-sectional area of the valve valve 104.

(Equation 1) P _B3 = P _SLU · S ₁ / S ₂

The B2 orifice control valve 96 is
Rake B2 and B2 accumulator 100 and oil passage L0
3 is opened and closed, and at the same time, the drain oil passage L06 and drain port
Spool valve 114 that opens and closes with the seat 113,
Attach the pool valve 114 toward the first drain position
Biasing spring 116 and shaft end of spool valve 114
Output pressure P of the third solenoid valve S3_S33-4 shifts
And an oil chamber 120 that receives through the valve 118.
It As a result, the third solenoid valve S3 is used when shifting from 3 to 2
Is turned on and its output pressure P_S3Is supplied to the oil chamber 120
It will not be braked by the spool valve 114.
B2 and B2 accumulator 100 and oil passage L03
Open between them and brake B2 and B2 accumulator
Fur that quickly discharges the hydraulic oil from the vibrator 100
The stdrain operation is performed. In addition, in 1 → 2 shift
Is the output pressure of the third solenoid valve S3 when it is turned off.
P _S3Is supplied to the oil chamber 120, the B3 controller is
Operation that is discharged from the roll valve 92 by pressure adjustment operation
A drain oil passage L06 for draining oil and a drain port 113
Is opened to adjust the pressure of the B3 control valve 92.
Is permitted, but when the 1 → 2 shift is completed, the third solenoid valve S
3 is turned on and the drain oil passage L06 and drain port 1
B3 control valve by closing between 13 and
The pressure regulating operation of 92 is stopped.

The 2-3 timing valve 98 is involved in shifting from the second gear to the third gear, and regulates the release pressure from the brake B3 from the linear solenoid valve SLU according to the output pressure P _SLU. Function as. That is, 2-
In the 3 timing valve 98, the forward range pressure P _D output from the 2-3 shift valve 90 when the 2 → 3 shift is output is the 3-4 shift valve 118 and the solenoid relay valve 122.
Brake B3 by connecting the supply port 124, the drain port 126, and the oil passage L04 to the supply port 124 or the drain port 126.
Valve 128 for adjusting the pressure P _B3 during the drain period
And a first valve provided concentrically with the spool valve element 128 via the spring 130 and having the same diameter as the spool valve element 128.
Plunger 132 and spool valve 128 are provided concentrically with each other and abuttable at one end thereof.
The second plunger 134 having a diameter larger than 28 and the spring 130 are accommodated, and the forward range pressure P _D output from the 2-3 shift valve 90 when the 2-3 shift valve 90 is switched to the second speed side is supplied to the oil passage L08. And an oil chamber 136 which is provided at the shaft end of the first plunger 132 and receives the output pressure P _SLU from the linear solenoid valve SLU.
And an oil chamber 140 that is provided at the shaft end of the second plunger 134 and receives the hydraulic pressure P _B2 in the brake B2, and a feedback oil chamber 142 that receives the feedback pressure.

Therefore, the cross-sectional area of the spool valve element 128 and the first plunger 132 is S ₃ , and the spool valve element 12 is
8, the cross-sectional area of the land on the second plunger 134 side is S ₄ ,
If the sectional area of the second plunger 134 is S ₅ , 2 → 3
Brake B in the releasing process in the state where the shift output is output
The pressure P _B3 of No. 3 decreases according to the increase of the engagement pressure P _B2 of the brake B2 from the mathematical expression 2 by the pressure adjustment operation by the 2-3 timing valve 98, and the output pressure P of the linear solenoid valve SLU.
_The pressure is adjusted to increase according to _SLU .

(Equation 2) P _B3 = P _SLU · S ₃ / (S ₃ −S ₄ ) −P _B2 · S ₅ /
(S ₃ -S ₄₎

Further, when the forward range pressure P _D output from the 2-3 shift valve 90 switched to the second speed side is supplied to the oil chamber 136, the 2-3 timing valve 98 sends the spool valve to the spool valve. The child 128 is adapted to be locked. This is also the oil chamber 138 and B of the 2-3 timing valve 98.
Since the oil chamber 112 of the No. 3 control valve 92 is connected, the volume change of the oil chamber 138 of the 2-3 timing valve 98 is prevented in the state of the first speed and the second speed to prevent the B3 control valve 92 from changing in volume. This is to prevent the pressure regulating operation from being affected.

[0036] C0 exhaust valve 150, the output pressure P _S4 of the third but brought into the closed position in accordance with the hydraulic pressure in the output pressure P _S3 and the oil passage L01 of the solenoid valve S3, the fourth solenoid valve S4
According to the second speed, the line pressure P _L supplied via the spool valve element 152, which is not shown, when the 4-5 shift valve (not shown) is in the switching state of the fourth speed or lower. And the clutch C when not in the 5th speed
0 and C0 accumulator 154.

In the hydraulic control circuit 84, for example, 2 →
When the first shift determination is performed and the shift output for achieving the first speed gear is output, the 1-2 shift valve 88 is switched from the second speed side to the first speed side. As a result, the hydraulic oil in the brake B3 is transferred to the B3 control valve 92 and the oil passage L.
01, 2-3 shift valve 90, oil passage L04, 2-3 timing valve 98, and then drain. In such a shift period of 2 → 1 shift, the engagement pressure P _B3 of the brake _B3 is predetermined by directly controlling the engagement pressure P _B3 in the brake B3 using the B3 control valve 92. is rapidly decreased to rapidly decrease value P _D, that the pressure level P _D for the predetermined holding time is held continuously decreased at a predetermined rate, the control of the atmospheric pressure is performed during shifting completion. The B3 control valve 92 is controlled according to the output pressure P _{SLU of} the linear solenoid valve SLU, that is, the command value (driving duty ratio) DSLU to the linear solenoid valve SLU. For example, the rapid decrease value P _D is a value immediately before the release of the brake B3 and is basically determined based on the input torque of the automatic transmission 14, but corresponds to the change over time in the friction characteristic of the brake B3. Therefore, the learning is performed so that the progress state of the 2 → 1 shift becomes the target progress state, for example, the time from the start of the 2 → 1 shift to the release start of the brake B3 or the completion of the 2 → 1 shift becomes the target time. Will be corrected.

Also, for example, when a 2 → 3 shift determination, which is a clutch-to-clutch shift, is performed and a shift output for achieving the 3rd speed gear is output, the 2-3 shift valve 90 causes the 2-3 shift valve 90 to move to the 2nd speed side. Is switched to the third speed side. As a result, the hydraulic oil in the brake B3 is discharged from the B3 control valve 9
2, oil passage L01, 2-3 shift valve 90, oil passage L04, 2
At the same time as being drained through the −3 timing valve 98, the forward range pressure P _D is supplied to the brake B2 via the 2-3 shift valve 90 and the oil passage L03. In such a shift period of 2 → 3 shift, the engagement pressure P B2 in the brake B2 is increased at a predetermined speed by the action of the accumulator 100, and when the pressure accumulation action of the accumulator 100 is finished, the engagement pressure P _B2 is rapidly increased to the maximum value. To be made. At the same time, by directly controlling the engagement pressure P B3 in the brake B3 using the B3 control valve 92, the engagement pressure P _B3 of the brake _B3 is rapidly reduced to a predetermined rapid decrease value P _D. The rapid decrease value P _D is held for a predetermined holding period, the speed is continuously decreased at a predetermined decrease speed ΔP, and the atmospheric pressure is controlled when the shift is completed. At this time, for example,
The rapid decrease value P _D , the holding period, or the decrease speed ΔP
Is within the preset target range for the overshoot amount, which is a temporary increase in the engine speed, or the tie-up amount, which is a temporary decrease in the output shaft torque of the automatic transmission 14, within the 2 → 3 shift period. It is corrected by learning so that

FIG. 6 is a functional block diagram for explaining the main control functions of the electronic control unit for engine 76, the electronic control unit for shifting 78, and the electronic control unit for VSC 82.
In the figure, when the turning behavior control means 160 determines that the turning behavior of the vehicle becomes unstable, for example, FIG.
As shown in FIG. 8, the braking force of the vehicle is controlled via the braking device 162 including the hydro booster actuator 87, or the engine output is controlled by changing the throttle valve 56 via the throttle actuator 54 to control the wheels. It suppresses the side slip of the vehicle and stabilizes the turning behavior of the vehicle. For example, the turning behavior control means 160 causes the slip angle β between the traveling direction of the vehicle body and the traveling direction of the center of gravity of the vehicle to be larger than the set slip angle, and the change speed dβ / dt of the slip angle β to be larger than the set slip angular speed. In this case, it is determined that the vehicle running condition is oversteering, and depending on the tendency, braking is applied to the front wheels on the outside of the turn to generate an oversteer restraining moment to stabilize the turning behavior, and at the same time, the braking force is applied to the vehicle speed To improve the stability of the vehicle. Further, the turning behavior control means 16
The value 0 indicates that the actual vehicle yaw rate ω _Y is below the target yaw rate set by the steering angle θ _W and the vehicle speed V, and the vehicle running state is determined to be understeer. By suppressing the output and applying the braking force to the rear wheels to generate the understeer suppressing moment, the turning behavior of the vehicle is stabilized.

The learning control means 164 executes learning control relating to the operation of the hydraulic friction engagement device provided in the power transmission path of the vehicle. For example, the shift hydraulic pressure learning control means 166 is an automatic shift. The hydraulic pressure of the hydraulic friction engagement device, which is operated in the shifting process of the machine 14, for example, the engagement pressure P _{B3 of the} brake B3, is set to 2 → 1 of the automatic transmission 14.
The learning is performed so that the progress state of the shift or the 2 → 3 shift becomes the preset target shift progress state, for example, the time from the start of the shift to the release start of the brake B3 or the completion of the shift matches the target shift time. To control. For example, 2 → 3 achieved by releasing the brake B3 and engaging the brake B2 at the same time.
In gear shifting, the gear shift hydraulic pressure learning control means 166 sets the engagement pressure P _{B3 of the} brake B3, which is directly controlled by the B3 control valve 92 among the brakes B3 and B2, to the temporary engine speed N _E. The learning is controlled so that the overshoot amount that is an increase or the tie-up amount that is a temporary decrease in the output shaft torque of the automatic transmission 14 is within a preset target range.
In addition to the above, the learning control means 164 is provided in Japanese Patent Laid-Open No. 1-15
Learning control means as described in JP-A No. 0050, JP-A No. 2-42265, JP-A No. 5-296323, and JP-A No. 6-33016 may be included.

Lockup slip learning control means 168
Is directly connected to a pump impeller (input side rotating body) 18 and a turbine impeller (output side rotating body) 22 of a torque converter 12 which is a hydraulic transmission device provided between the engine 10 and the automatic transmission 14. During slip control for matching the actual slip amount of the lockup clutch 24 with the target slip amount, the actual slip amount matches the target slip amount so that stable control can be obtained regardless of changes in the friction characteristics. A part of the feedforward term provided in the control formula for controlling is corrected by learning.

The differential limiting clutch learning control means 170 is
The hydraulic pressure for controlling the pressing force of the differential limiting clutch 49, which is provided in the central differential gear device 45 and controls the distribution ratio of the driving force according to the running state of the vehicle by limiting the differential thereof, has a friction characteristic. It is controlled by learning so that the distribution rate can be obtained regardless of the change of.

The turning behavior control in-operation judging means 172 judges whether or not the turning behavior control means 160 is in the turning behavior control operation of the vehicle based on the output of the VSC electronic control unit 82 or the like. The learning control stopping means 173 stops the learning control by the learning control means 164 when the turning behavior control operation determining means 172 determines that the turning behavior control means 160 is in the turning behavior control operation of the vehicle.

FIG. 7 is a flow chart for explaining the main part of the control operation of the VSC electronic control unit 82. At step SA1 in FIG. 7 (hereinafter, step is omitted), initial processing for clearing each counter and flag and reading each input signal is executed. Next, at SA2, it is determined whether or not each sensor is normal. If the determination in SA2 is negative, erroneous learning is performed, so in SA5, the learning control by the learning control means 164 is stopped.

However, when the determination of SA2 is affirmative, whether or not the turning behavior control is being operated by the turning behavior control means 160 at SA3 corresponding to the turning behavior control operation determining means 172, for example, The judgment is made based on the signal in the VSC electronic control unit 82. SA above
When the determination of No. 3 is denied, the learning control means 164 permits the learning control to be executed in SA4, but when the determination of SA3 is affirmed, the SA5 corresponding to the learning control canceling means 173 is permitted. At, the execution of the learning control by the learning control means 164 is prevented during the turning behavior control operation.

According to the present embodiment, the turning behavior control means 160 is controlled by the turning behavior control operation determining means 172 (SA3).
If it is determined that the turning behavior control of the vehicle is being performed by the learning control stopping means 173 (SA5), the learning control by the learning control means 164 is stopped. Since the learning control of the drive system device is not executed in the process of controlling the throttle valve opening θ _TH , the wheel braking device 162, etc. for stabilizing the turning behavior, it is caused by erroneous learning. As a result, instability of control of the drive system device and occurrence of shock are preferably eliminated. Therefore, inconvenience may occur between the operation of stabilizing the turning behavior by the turning behavior control means 160 and the operation of the drive system device by the torque converter 12 with the direct coupling clutch, the automatic transmission 14, the differential limiting clutch 49 and the like. To be prevented.

Next, another embodiment will be described. In the following description, parts different from the above-described embodiment will be described exclusively, and parts common to those in the above-described embodiment will be designated by the same reference numerals and description thereof will be omitted.

8 and 9 are functional block diagrams showing the main control functions of the electronic control unit for engine 76, the electronic control unit for shifting 78, and the electronic control unit for VSC 82, and the main parts of the control operation. It is a flowchart to do.

In FIG. 8, automatic shift control means 174
Is based on a pre-stored basic shift diagram consisting of a plurality of upshift shift lines and downshift shift lines corresponding to the type of shift between gears, as shown in FIG. The shift determination of the automatic transmission 14 is executed based on the opening degree θ _TH and the vehicle speed V, and the solenoid valve S is used to achieve the gear stage of the shift destination determined by the shift determination.
The output of the drive signal for driving 1, S2, S3, that is, the shift output is executed.

The speed change determining means 176 outputs a speed change output for realizing a predetermined speed change during the speed change of the automatic transmission 14 in the power-on traveling state of the vehicle in which the output of the engine is transmitted toward the drive wheels. Whether or not there is a shift transition period from the start to the completion of the shift is determined by the shift electronic control device 78 or the automatic shift control means 17 described above.
It is determined based on the shift output state from 4 and the like.

The driving force calculation means 178 controls the turning behavior.
The moving behavior determination means 172 causes the turning behavior control means 160 to
If it is determined that the turning behavior control by
For example, from the preset relationship shown in Equation 3, the actual
Gin output torque, torque converter torque ratio t,
Gear ratio i of the dynamic transmission 14_g, Reduction gear ratio i of the differential gear device _f
The actual driving force DF of the vehicle is calculated based on Formula 3
, The first term on the right side is the actual effective output of the engine 10.
(Output torque), GN is the intake air amount, GN_FWDIs
Intake air amount feedforward correction value, M is auxiliary machine load or
And engine rotation loss. Turning behavior control means 1
60 is the vehicle based on the actual driving force DF of the vehicle.
A turning behavior control for stabilizing both turning behaviors is executed.
The driving force calculation means 178 is disclosed in, for example, Japanese Patent Laid-Open No.
-164233, JP-A-5-77660,
Torque estimation method described in JP-A-5-65843
The method may be used.

(Equation 3) DF = [f (GN) + f (GN _FWD ) −M] × t × i _g
× _if + IΔω

The driving force correction means 180 is judged by the turning behavior control operation determining means 172 to be in the turning behavior control operation by the turning behavior control means 160, and the shift changing determination means 176 shifts the automatic transmission 14. If it is determined to be in the middle, the actual driving force DF of the vehicle calculated by the driving force calculating means 178 is corrected in consideration of the influence of the shift of the automatic transmission 14. For example,
An inertia term IΔω is provided on the right side of the above mathematical formula 3, and the driving force correcting means 180 obtains the inertia moment I about the rotation axis by the rate of change Δω of the rotational angular velocity of the rotating member that changes in rotation during the gear shift process. The actual driving force DF of the vehicle calculated by the driving force calculating means 178 is corrected by adding the driving force (driving force based on the inertia torque) generated in the shifting process. That is, in the shift period, the actual driving force DF of the vehicle is sequentially calculated by sequentially obtaining the change rate Δω of the rotational angular velocity.

FIG. 9 is a flow chart for explaining a main part of control operation of the VSC electronic control unit 82 and the like. Figure 9
At SB1, initial processing for clearing each counter and flag and reading each input signal is executed. Then S
At B2, it is determined whether each sensor is normal. If the determination in SB2 is negative, the routine is ended, but if the determination is affirmative, the turning behavior control operation by the turning behavior control means 160 is performed in SB3 corresponding to the turning behavior control in-operation determination means 172. Whether it is in the middle or not is determined based on a signal in the VSC electronic control unit 82, for example. If the determination in SB3 is negative, the routine is ended, but if the determination is affirmative, in SB4 corresponding to the shifting determination means 176, the automatic transmission 14 is shifting during power-on traveling of the vehicle. Is determined.

When the determination at SB4 is negative,
In SB5 corresponding to the driving force calculation means 178, the actual driving force DF of the vehicle is calculated from a normal calculation formula that does not consider the driving force based on the inertia torque during the shift, that is, the mathematical formula 3 in which the inertia term IΔω is removed from the right side. It
However, when the determination at SB4 is affirmative, SB6 corresponding to the driving force calculation means 178 and the driving force correction means 180 calculates the actual driving force DF of the vehicle within the shift period from the mathematical formula 3 at SB6. . Then, at SB7, the lockup clutch 24 is released to stop the slip control that affects the calculation accuracy of the driving force DF.

As described above, according to the present embodiment, when the shift determining means 176 (SB4) determines that the automatic transmission 14 is shifting, the driving force correcting means 180 is operated.
By (SB6), the driving force DF calculated by the driving force calculation means 178 is corrected in consideration of the influence of the inertia torque generated during the shift of the automatic transmission 14, so that the turning behavior control means 160 is automatically operated. Even if an inertia torque is added during the speed change transition of the automatic transmission 14 when the driving force control is executed using the output torque of the engine calculated for the control of the drive system device such as the transmission 14. Therefore, the accuracy of the driving force control can be sufficiently obtained. Therefore, even when the driving force control is executed using the output torque of the engine calculated for the control of the drive system device such as the automatic transmission 14, the turning behavior control means 160.
It is possible to prevent occurrence of inconvenience between the turning behavior stabilization operation by the control and the control operation of the drive system device such as the automatic transmission 14.

The output torque of the automatic transmission 14 during the shift period of the automatic transmission 14 is, for example, 2 to 3 shift which is a clutch-to-clutch shift, as shown in FIG. Brake B on the other side
In the inertia phase in which 2 are engaged together in a slipping state, there is a property of gradually increasing due to the influence of inertia torque. In the above embodiment, the driving force DF at that time is sequentially calculated. In the above, the correction value A corresponding to the average value of the inertia phase may be provided in Expression 3 instead of the inertia term IΔω. The correction value A is determined, for example, by adding a constant value to the driving force or increasing the driving force at a constant rate based on the driving force calculated by the driving force calculating means 178 immediately before the start of the 2 → 3 shift. .

11 and 12 are functional block diagrams showing the main control functions of the electronic control unit for engine 76, the electronic control unit for shifting 78, and the electronic control unit for VSC 82 to which the present invention is preferably applied. 5 is a flowchart illustrating a main part of control operation.

In the functional block diagram of FIG. 11, when the power transmission state change suppressing means 184 is determined by the turning behavior control operation determining means 172 to be in the operation of stabilizing the turning behavior by the turning behavior control means 160. In addition, the change of the power transmission state of the drive system of the vehicle is suppressed. For example, the shift of the automatic transmission 14 is prohibited to suppress the change of the gear ratio, and the change of the power transmission state is prevented by prohibiting the switching of the lockup clutch 24 between the released state, the engaged state, and the slip state. Suppression or switching of the limited slip differential clutch 49 between the released state, the engaged state, and the slip state is prohibited to suppress a change in the power transmission state.

FIG. 12 is a flow chart for explaining a main part of control operation by the VSC electronic control unit 82 and the like.
12, SB1 to SB5 are common and SB61 and SB71 are different from FIG. 9. In the present embodiment, the SB corresponding to the turning behavior control in-operation determination means 172
3, it is determined that the turning behavior by the turning behavior control means 160 is in the stabilization operation, and the shifting determination means 17
When it is determined in SB4 corresponding to No. 6 that gear shifting is in progress, S corresponding to the power transmission state change suppressing unit 184
B61 and SB71 are executed. In SB61, shifting of the automatic transmission 14 is prohibited, and in SB71, switching of the engagement state of the lockup clutch 24 is prohibited.

In this embodiment, when the turning behavior control operation determining means 172 (SB3) determines that the turning behavior control means 160 is performing the turning behavior stabilization operation, the power transmission state change suppressing means 184 is used. (SB61, SB
Since the change of the power transmission state of the drive system of the vehicle is suppressed by 71), when the drive force control is executed using the output torque of the engine 10, it is related to the engagement state of the lockup clutch 24. Even if the torque ratio t changes, the driving force control accuracy can be sufficiently obtained. Therefore, even when the driving force control is executed using the output torque of the engine calculated for controlling the drive system device such as the lockup clutch 24, the turning behavior stabilizing operation by the turning behavior control means 160, Inconvenience between the control operation of the drive system device such as the lockup clutch 24 and the like is prevented.

13 and 14 are functional block diagrams showing the main control functions of the electronic control unit for engine 76, the electronic control unit for shifting 78, and the electronic control unit for VSC 82, and the main parts of the control operation. It is a flowchart to do.

In the functional block diagram of FIG. 13, the shift change means 188 indicates that the vehicle is in a cornering traveling state in which the steering angle of the vehicle exceeds a predetermined value, an uphill traveling state in which the road surface gradient exceeds a predetermined value, or a downhill traveling state. When the vehicle travels in a preset state, the shift by the automatic shift control means 174 is changed. For example, when the running state of the vehicle reaches the preset running state, the shift changing means 188 fixes the automatic transmission 14 at the gear stage in order to improve the stability or drivability of the vehicle, and automatically shifts the vehicle. Regardless of the shift determination of the control means 174, the shift stage is maintained thereafter. The shift change determination means 190 is the shift change means 1 described above.
At 88, it is determined whether the shift by the automatic shift control means 174 is being changed. Turning behavior control priority means 192
While the shift change determination means 190 determines that the shift change means 188 is in the process of changing the shift, the shift change operation of the shift change means 188 is stopped, and the turning behavior control means 160 turns the vehicle. The stabilization operation is executed preferentially.

When the priority behavior of the turning behavior control means 160 by the turning behavior control priority means 192 is completed, the stability return judging means 194 stabilizes without causing shock to the gears according to the gear shifting operation of the gear shifting means 188. It is determined whether or not the state can be recovered. For example, whether or not the throttle valve opening θ _TH is in a traveling state equal to or less than a predetermined value, or the shift speed according to the shift change operation of the shift change means 188 and the shift speed determined by the automatic shift control means 174 match. It is determined whether or not. When it is determined by the stability return determination means 194 that the speed can be stably returned to the shift speed according to the shift change operation of the shift change means 188 without causing a shock, the shift speed return means 196 causes the automatic shift operation. The gear position of the machine 14 is returned to the gear position according to the gear change operation of the gear change means 188.

FIG. 14 is a flow chart for explaining a main part of control operation by the VSC electronic control unit 82 and the like.
After initial processing is performed in SC1 in the same manner as in SA1, in SC2, it is determined in the same manner as SB2 whether or not each sensor is normal. If the determination at SC2 is negative, this routine is terminated, but if the determination is affirmative, S corresponding to the shift change determination means 190 is determined.
At C3, it is determined whether or not the cornering control is being performed by the electronic shift control device 78 or the shift changing means 188. In this cornering control, the gear position of the automatic transmission 14 is fixed during a period in which the steering angle exceeds a determination reference value that is set smaller as the vehicle speed V increases.

If the determination at SC3 is negative, S
After the contents of the flag F ₁ has been cleared to "0" in C4, the present routine is terminated. This flag F ₁ is
When the content is "1", the turning behavior control means 1
This shows that the turning behavior stabilization operation by 60 is being performed.

If the determination at SC3 is positive, S
At C5, it is determined whether or not the turning behavior control means 160 is performing the turning behavior stabilizing operation. If the turning behavior stabilizing operation is not yet started, the determination at SC5 is denied, and it is determined at SC6 that the content of the flag F ₁ is not "1", so at SC7, the cornering control is continued. .

However, when the turning behavior stabilizing operation by the turning behavior control means 160 is started, the determination at SC5 is affirmative, so the cornering control is stopped at SC8 corresponding to the turning behavior control priority means 192. As a result, the turning behavior stabilizing operation is preferentially executed by the turning behavior control means 160, and then the content of the flag F ₁ is set to "1" in SC9.

When the turning behavior stabilizing operation by the turning behavior control means 160 is completed, the determination at SC5 is denied and the determination at SC6 is affirmed. Therefore, after the cornering determination is made again at SC10, the stability recovery determination is made. At SC11 corresponding to the means 194, it is determined whether or not the stable return condition is satisfied based on the throttle valve opening θ _TH falling below a predetermined value. If the determination in SC11 is negative, the process is put on standby, but if the determination is affirmative, in SC12 corresponding to the shift stage returning means 196, the shift stage according to the shift changing means 188, that is, the shift determined fixedly in the cornering control. After returning to the step, the flag F ₁ is cleared to "0" in SC13, and then this routine is ended.

As described above, according to this embodiment, the shift changing means 18 is determined by the shift changing determination means 190 (SC3).
When it is determined that the cornering control for fixing the shift speed of the automatic transmission 14 by the vehicle No. 8 is being performed, the turning behavior control priority means 192 (SC8) gives priority to the turning behavior stabilization operation of the vehicle by the turning behavior control means 160. Therefore, the turning behavior control means 1 is performed during cornering control of the vehicle in which the gear position of the automatic transmission 14 is fixed.
Even if the turning behavior stabilization operation by 60 is performed and the throttle valve opening θ _TH is reduced, or in addition to that, an upshift of the automatic transmission 14 may be performed, interference between the controls is preferably prevented. To be done.

In addition, in this embodiment, the turning behavior control means 1 is used.
After the end of the turning behavior stabilizing operation by 60, the stable return determining means 194 (SC11) for determining whether or not the shift speed according to the shift changing means 188 can be stably returned without generating a shock, and this stable return. Judgment means 1
If it is determined by 94 that the shift speed according to the shift changing means 188 can be stably returned without causing a shock, the shift speed of the automatic transmission 14 is returned to the shift speed according to the shift changing means 188. Returning means 196
Since (SC12) is provided, after the turning behavior stabilizing operation by the turning behavior control means 160 is completed,
The shift stage of the automatic transmission 14 can be stably returned to the shift stage according to the shift changing means 188 without causing a shock.

Incidentally, in the above, the shift changing means 188
However, it is described that the cornering control is performed to fix the gear position of the automatic transmission 14 while the vehicle is cornering, but the gear position of the automatic transmission 14 is fixed while the vehicle is traveling uphill or downhill. The climbing control or the downhill control may be performed. In this case, it is determined in SC3 whether the uphill control or the downhill control is being performed, the uphill control or the downhill control is continued in SC7, and the road gradient is redetermined in SC10.

FIGS. 15 and 16 are functional block diagrams showing the main control functions of the electronic control unit for engine 76, the electronic control unit for shifting 78, and the electronic control unit for VSC 82, and the main parts of the control operation. It is a flowchart to do.

In the functional block diagram of FIG. 15, the lock-up clutch control means 200 locks based on the actual vehicle speed V and the throttle valve opening θ _TH from the relationship (line diagram) stored in advance shown in FIG. 17, for example. It is determined whether the up clutch 24 is engaged or disengaged, and the hydraulic pressure for achieving the determined state is applied to the lock up clutch 24. The turning behavior control start determining means 202 determines the turning behavior start by the turning behavior control means 160. The understeer determination means 204 determines strong understeer larger than a predetermined value based on the actual yaw rate ω _Y in the turning traveling state of the vehicle. The lockup clutch engagement determination means 206 determines that the lockup clutch 24 controlled by the lockup clutch control means 200 is in an engaged state.

The lockup clutch releasing means 208 is
The turning behavior control start determination means 202 determines the start of stabilization operation of the vehicle turning behavior, the understeer determination means 204 determines strong understeer of the vehicle, and the lockup clutch control means 200 engages the lockup clutch 24. When it is determined that the lockup clutch 24 is in the state, the lockup clutch 24 is preferentially released. This lockup clutch releasing means 208 is
Before the engine output control and the wheel braking force control by the turning behavior control means 160 are executed, the lockup clutch 2
4 is released preferentially and continues during the turning behavior stabilizing operation by the turning behavior control means 160.

FIG. 16 is a flow chart for explaining a main part of control operation by the VSC electronic control unit 82 and the like.
After initial processing is performed in SD1 in the same manner as SA1, S corresponding to the turning behavior control start determination means 202 is performed.
At D2, it is determined whether or not the turning behavior control by the turning behavior control means 160 is started. If the determination in SD2 is affirmative, whether or not the lockup clutch 24 controlled by the lockup clutch control unit 200 is in the engaged state in SD3 corresponding to the lockup clutch engagement determination unit 206. Is judged. If the determination in SD3 is affirmative, in SD4 corresponding to the understeer determination means 204, it is determined whether the vehicle being turned is understeer stronger than a predetermined level. If any of the above SD2, SD3, SD4 is denied, this routine is terminated,
If the determinations of SD2, SD3, and SD4 are all affirmed, SD5 and below are executed.

The lock-up clutch releasing means 208
In SD5 corresponding to, the lockup clutch 24 is
Of the engine output reduction control by the turning behavior control means 160
Prioritized release prior to execution and braking control
Be done. 18 t₀Time and t ₁Between this time and this state
Shows. Then, in SD6 and SD7,
Engine output control and control by the turning behavior control means 160
Dynamic control is executed respectively. 18 t₁Time and t₂
The time points indicate their respective states.

Next, in SD8, the turning behavior control means 1
It is determined whether or not the turning behavior control operation by 60 is completed. If the determination of SD8 is denied, the above SD5
The following is repeatedly executed, but when affirmative (FIG.
Point of t ₄₎ is whether the engagement region of the lockup clutch 24 from the relationship shown in FIG. 17 is determined at SD9. If the determination in SD9 is negative, this routine is terminated, but if the determination is positive, SD10
At, the lockup clutch 24 is reengaged. This state is shown at time t _{5 in} FIG.

As described above, according to this embodiment, when the turning behavior control start determining means 202 (SD2) determines that the stabilization operation of the vehicle turning behavior is started, the lockup clutch releasing means 208 ( Since the lock-up clutch 24 is preferentially released by SD5), when a strong understeer tendency occurs, the turning behavior control means 160 reduces the throttle valve opening θ _TH to reduce the engine output. At the same time, the front wheel on the outside of the turn is braked and the throttle valve opening θ _TH
Even when the engine speed suddenly decreases due to the decrease of the engine speed or the braking operation, it is possible to preferably prevent the shock caused by them.

Further, according to the present embodiment, the lockup clutch release means 208 (SD5) prioritizes the lockup clutch 24 prior to the execution of the engine output reduction control and the braking control by the turning behavior control means 160. Since it is released, the lockup clutch 24
Even if there is a time delay in releasing, the shock caused by the time delay is preferably prevented.

Further, according to the present embodiment, the turning behavior control start determining means 202 (SD2) determines the start of the stabilizing operation of the vehicle turning behavior, and the understeer determining means 204 (SD4) stabilizes the understeering of the vehicle. If the lockup clutch releasing means 208 (S
Since the lock-up clutch 24 is preferentially released by D5), it is necessary to release the lock-up clutch 24 so that a shock due to a decrease in the throttle valve opening θ _TH or a sudden decrease in engine rotation due to a braking operation becomes a problem. It has the advantage of being released only when.

19 and 20 are functional block diagrams showing the main control functions of the electronic control unit for engine 76, electronic control unit 78 for shifting, and electronic control unit 82 for VSC, and the main parts of the control operation. It is a flowchart to do.

In the functional block diagram of FIG. 19, the turning behavior control means 160 of this embodiment not only executes the engine output reduction control and the braking control in order to stabilize the turning behavior, but also the driving force of the vehicle. In order to reduce the noise, the gear position of the automatic transmission 14 is fixed or the automatic transmission 14
Shift up. Shift state change availability determination means 212
Determines whether or not it is impossible to fix the shift stage of the automatic transmission 14 or to upshift the automatic transmission. For example, the gear shift state change availability determination unit 212 detects the failure of the switching valve or the electromagnetic valve that controls the hydraulic friction engagement device involved in the gear shift of the automatic transmission 14, and based on this, It is determined that it is impossible to fix the gear or upshift. Alternatively, the shift state change availability determination means 212
Is based on the fact that the upshift of the automatic transmission 14 is prohibited by another control.
It is determined that it is impossible to fix the shift speed or upshift.

The turning behavior stabilizing operation changing means 214 is a means for determining whether or not the shift state can be changed when the turning behavior stabilizing operation of the turning behavior control means 160 requires fixing of the gear position of the transmission 14 or upshifting. 212
When it is determined that it is impossible to fix the shift speed of the automatic transmission 14 or to upshift the automatic transmission 14 by the turning behavior control means 160, the turning behavior stabilizing operation is performed. The turning behavior stabilizing operation is stopped or the contents of the turning behavior stabilizing operation are switched to make the change.

FIG. 20 is a flow chart for explaining a main part of control operation by the VSC electronic control unit 82 and the like.
After the initial processing is performed in SE1 in the same manner as in SA1, it is determined in SE2 whether or not the turning behavior stabilization means 160 is performing the turning behavior stabilizing operation. If the determination in SE2 is negative, the routine is terminated, but if the determination is affirmative, in SE3, the gear shift stage of the transmission 14 is fixed or fixed by the turning behavior stabilizing operation of the turning behavior control means 160. It is determined whether or not there is a request for upshifting. If the determination in SE3 is negative, this routine is ended.

However, if the determination at SE3 is affirmative, the solenoid of the solenoid valve for fixing or shifting up the shift stage of the automatic transmission 14 at SE4 corresponding to the shift state change availability determination means 212. Is determined to be a failure. If the determination in SE4 is negative, the turning behavior control means 160 is executed in SE5.
The gear position of the transmission 14 is fixed or upshifted in accordance with the request for the turning behavior stabilization operation by.

However, if the determination at SE4 is affirmative, S corresponding to the turning behavior stabilization operation changing means 214 is executed.
At E6, the turning behavior stabilizing operation by the turning behavior control means 160 is stopped, and at SE7, the stop is displayed on a display not shown.

As described above, in the present embodiment, when the gear shift stage of the automatic transmission 14 is fixed to a predetermined gear stage or upshifted at the request of the turning behavior control means 160, the driving force corresponding to the gear shift stage is fixed. Although the throttle valve opening is controlled with a scheduled change, it is in a state in which it is impossible to fix the shift speed of the automatic transmission 14 or to shift up by the shift state change availability determination means 212 (SE4). If it is determined that the turning behavior stabilization operation changing means 2
14 (SE6), the turning behavior stabilizing operation by the turning behavior control means 160 is stopped so that the change is made. Therefore, due to some reason such as a failure or prohibition of gear shifting, the automatic transmission 14 is fixed to the above gear or up. Even if the gear cannot be changed, the stability of the turning behavior can be sufficiently obtained.

In the turning behavior stabilizing operation changing means 214 (SE6), the turning behavior stabilizing operation is changed by stopping the turning behavior stabilizing operation by the turning behavior control means 160. Instead of upshifting the gear position of the automatic transmission 14, the turning behavior stabilizing operation is stopped and the throttle valve opening θ _TH is reduced, so that the same driving force as the driving force lowering action due to the upshifting is performed. You may make it produce a lowering effect.

21 and 22 are functional block diagrams showing the main control functions of the electronic control unit for engine 76, electronic control unit 78 for shifting, and electronic control unit 82 for VSC, and the main parts of the control operation. It is a flowchart to do.

In the functional block diagram of FIG. 21, the turning behavior control means 160 not only executes the engine output reduction control and the braking control in order to stabilize the turning behavior, but also reduces the driving force of the vehicle. Automatic transmission 1
Fix the 4th gear. The gear stage fixation release traveling state determination unit 218 is a gear stage fixation release traveling state that is preset so as to reduce shock when the fixation of the gear stage of the automatic transmission 14 is released by the turning behavior control unit 160. Or not.

For example, the shift stage fixation release traveling state determination means 218 is based on the actual vehicle speed V and the throttle valve opening θ _TH from the preset shift diagram shown in FIG. 23 by the automatic shift control means 174, for example. The traveling state of the vehicle is determined in advance on the basis of the fact that the determined shift speed matches the shift speed of the automatic transmission 14 that is fixed when the turning behavior of the vehicle is unstable by the turning behavior control means 160. It is determined that the vehicle is in the set speed release cancellation traveling state. In addition, the shift stage fixation release traveling state determination means 218
Indicates that the driving force is being transmitted from the drive wheels to the engine 10, that is, the driving state is determined to be the power-off traveling state or the engine braking traveling state, or the driving force is transmitted from the engine 10 to the driving wheels. It is determined that the traveling state of the vehicle is the preset fixed-gear traveling state based on the determined traveling state, that is, the power-on traveling state.

The speed change fixing release means 220 determines the turning behavior when the speed change fixing release running state determination means 218 determines that the running state of the vehicle is the preset speed change release releasing running state. The control device 160 releases the fixation of the gear position of the automatic transmission 14. For example,
The gear position fixation releasing means 220 is determined by the gear position fixation releasing traveling state determination means 218 based on the actual vehicle speed V and the throttle valve opening θ _TH from the gear shift diagram preset by the automatic gear shift control means 174. When it is determined that the gear position of the automatic transmission 14 fixed when the turning behavior of the vehicle becomes unstable by the turning behavior control unit 160, the turning behavior control unit 160 automatically determines that The gears of the transmission 14 are released from being fixed, and the gear shifting in either direction is allowed. In addition, the gear stage fixation releasing means 220 fixes the gear stage of the automatic transmission 14 when the gear stage fixation releasing traveling state determining means 218 determines that the vehicle is in the power-off traveling state or the engine braking traveling state. The automatic transmission 14 is released to allow the upshift of the automatic transmission 14. Further, the shift stage fixation releasing means 220 is determined by the shift stage fixing release traveling state determination means 218 to be a traveling state in which the driving force is transmitted from the engine 10 toward the drive wheels, that is, a power-on traveling state. At this time, the fixed speed of the automatic transmission 14 is released, and the downshift of the automatic transmission 14 is allowed within a preset shift range.

FIG. 22 is a flow chart for explaining a main part of control operation by the VSC electronic control unit 82 or the like in a vehicle in which the D range is selected, for example. After initial processing is performed in SF1 in the same manner as SA1,
In SF2, similarly to SB2, it is determined whether or not each sensor is normal. When the determination of SF2 is denied, this routine is ended, but when the determination is affirmative, the turning behavior stabilizing operation by the turning behavior control means 160 is performed in SF3 corresponding to the turning behavior control in-operation determination means 172. It is determined whether or not it is in the middle. When the turning behavior stabilizing operation by the turning behavior control means 160 is not being performed, the determination in SF3 is negative, and therefore it is determined in SF4 whether or not the content of the flag F ₂ is "1".
The flag F ₂ indicates the fixed state of the automatic transmission 14 by the turning behavior control means 160 when the content is “1”. If the turning behavior control unit 160 is not performing the turning behavior stabilizing operation, the determination at SF4 is also denied, and thus this routine is ended.

When the turning behavior control means 160 is performing the turning behavior stabilization operation, the determination at SF3 is affirmative, and therefore at SF5, whether or not the turning behavior control means 160 is requesting the fixation of the shift speed. Is judged. Even if the turning behavior control means 160 is performing the turning behavior stabilizing operation, if the gear stage fixing request is not issued, the determination in SF5 is denied, and in the subsequent SF4, the content of the flag F ₂ is not "1". This determination is ended and this routine is ended, and the turning behavior stabilizing operation by the turning behavior control means 160 is continued.

However, when a request for fixing the shift stage of the automatic transmission 14 is issued by the turning behavior control means 160, the above SF
Since the determination of No. 5 is affirmative, after the gear stage of the automatic transmission 14 is fixed to the gear stage at that time in SF6, the content of the flag F ₂ is set to "1" in the subsequent SF7.

In this state, the turning behavior control means 16
When the turning behavior stabilization operation by 0 is completed or the request for fixing the shift stage of the automatic transmission 14 is not issued, the determination of SF3 or SF5 is denied, and the determination of SF4 is affirmed, so that the shift stage is fixed. Canceled traveling state determination means 21
In SF8 corresponding to No. 8, it is determined whether or not the shift speed fixation release condition is satisfied, that is, whether or not the shift speed fixation release traveling state is set in advance so as to reduce the shock when releasing the fixation of the shift speed. To judge. This fixed speed release release traveling state means, for example, automatic shift control means 174.
And the shift speed determined based on the actual vehicle speed V and the throttle valve opening θ _TH from the shift diagram preset by
When the turning behavior control unit 160 makes the turning behavior of the vehicle unstable, the driving gear is transmitted from the driving wheels to the engine 10 in a state in which the gear position of the automatic transmission 14 is fixed. The state is the power-off traveling state or the engine braking traveling state, or the traveling state in which the driving force is transmitted from the engine 10 to the driving wheels, that is, the power-on traveling state.

If the determination at SF8 is negative, this routine is terminated, but if the determination is affirmative, the fixed state of the automatic transmission 14 is released at SF9 corresponding to the gear stage release releasing means 220. After that, the flag F ₂ is cleared to "0" in SF10, and this routine is ended. In the above SF9, for example, in SF8, the automatic shift control means 174 determines the shift speed determined based on the actual vehicle speed V and the throttle valve opening θ _TH from the preset shift diagram shown in FIG. 23, and the turning behavior. When it is determined by the control means 160 that the gear position of the fixed automatic transmission 14 is the same when the turning behavior of the vehicle becomes unstable, the gear position of the automatic transmission 14 by the turning behavior control means 160 is determined. Is released, and gear shifting in either direction is allowed. Further, for example, when it is determined by SF8 that the vehicle is in the power-off traveling state or the engine braking traveling state, the gear position of the automatic transmission 14 is released, and the upshift of the automatic transmission 14 is permitted. It Further, for example, when it is determined by SF8 that the driving force is being transmitted from the engine 10 to the driving wheels, that is, the power-on traveling state, the gear stage of the automatic transmission 14 is released. The downshift of the automatic transmission 14 is allowed within a preset shift range such as a one-step down range. The preset range of the shift width is set in advance so that no uncomfortable feeling will occur when the accelerator pedal is subsequently depressed.

As described above, according to the present embodiment, the traveling state of the vehicle is determined to be the preset traveling state for releasing the fixed speed by the shifting stage fixed release traveling state determining means 218 (SF8). In this case, since the gear shift fixing release means 220 (SF9) releases the gear shift of the automatic transmission 14, the down gear shift or the up gear shift is immediately performed by releasing the gear lock fixing. However, since the traveling state of the vehicle is the fixed-gear traveling state, it is possible to suitably prevent the shock caused by the downshift and the feeling of driving force loss due to the upshift.

Further, according to this embodiment, when it is determined that the vehicle is in the power-off traveling state or the engine braking traveling state by the shift stage fixed release traveling state determining means 218 (SF8), or the driving force is the engine. When it is determined that the vehicle is traveling from 10 to the drive wheels, that is, the power-on traveling state, the gear stage fixing release means 220 (SF9) releases the fixation of the gear stage of the automatic transmission 14. Since the upshift of the automatic transmission 14 is permitted or the downshift of the automatic transmission 14 is permitted, there is an advantage that the unlocking condition is expanded without causing a feeling of strangeness.

Further, according to this embodiment, it is assumed that the driving force is being transmitted from the engine 10 to the driving wheels by the gear position fixed release traveling state determination means 218 (SF8), that is, the power-on traveling state. When the determination is made, the gear shift fixing release means 220 (SF9) releases the gear shift of the automatic transmission 14 and the downshift of the automatic transmission 14 is preset such as one downshift range. Since it is allowed within the range of the gear shift range, the occurrence of discomfort when the accelerator pedal is subsequently depressed is more preferably suppressed.

In the above embodiment, the shift lever 7
Although the case where the D range is selected by 2 has been described, when the engine brake range such as the 3 range, the 2 range, etc. is selected, the engine brake may suddenly act even after the upshift. Therefore, when the vehicle is running in the engine brake range, the gear speed fixing release means 220 (SF9) releases the fixation of the gear position of the automatic transmission 14 and allows only the down gear shifting of the automatic transmission 14. You may do it. Further, at that time, a constant speed shift may be executed in the downshift for the purpose of avoiding a sudden engine braking action.

Although one embodiment of the present invention has been described in detail with reference to the drawings, the present invention can be implemented in other modes.

For example, although the torque converter 12 having the lock-up clutch 24 has been described in the vehicle of the above-described embodiment, a fluid coupling having the lock-up clutch 24 may also be used, and the differential limiting clutch 49 is used as the transfer device. 46 may be provided.

Further, in the above-mentioned embodiment, the 1 → 2 shift in which the brake B3 is engaged has been described, but the 3 → 2 shift may be applied. On the contrary, a 2 → 1 shift or a 2 → 3 shift in which the brake B3 is released may be used. In short, the oil pressure P _B3 in the brake B3 during shifting
The present invention can be applied when the hydraulic pressure P _B3 is increased or decreased at the rate of change R (θ _TH ) according to the throttle valve opening degree θ _TH during the period when the value is changed.

Further, in the above-mentioned embodiment, the throttle valve opening θ _TH is used as the engine load, but instead of this, the operation amount of the accelerator pedal 50, the negative pressure in the engine intake pipe, the output torque of the engine, etc. Can be used.

Further, in the above-described embodiment, the automatic transmission 14
Although the gear shift achieved by the engagement or release of the brake B3 has been described, it may be used for the gear shift achieved by the engagement of another friction engagement device.

The above-mentioned FIG. 7, FIG. 9, FIG. 12 and FIG.
4, FIG. 16, FIG. 20, and FIG. 22, there is no problem even if steps are added or the contents of steps are changed within the range where the same control function is achieved. Also, as shown in FIG.
The embodiments shown in the flowcharts of FIGS. 9, 12, 14, 16, 20, and 22 can be combined with each other and executed as necessary.

Although not specifically exemplified, the present invention can be carried out in various modified and improved modes based on the knowledge of those skilled in the art.

[Brief description of drawings]

FIG. 1 is a skeleton diagram illustrating a configuration of an automatic transmission for a vehicle controlled by a shift control device according to an embodiment of the present invention.

FIG. 2 is a table showing a relationship between a combination of operations of a plurality of friction engagement devices and gear stages established by the combination in the automatic transmission of FIG.

3 is a block diagram including a hydraulic control circuit and an electric control circuit for controlling the automatic transmission of FIG.

FIG. 4 is a diagram illustrating a main part of the hydraulic control circuit of FIG.

5 is a diagram illustrating a main part of the hydraulic control circuit of FIG.

FIG. 6 is a functional block diagram illustrating a main part of a control function of the electronic shift control device of FIG.

7 is a flowchart illustrating a main part of a control operation of the electronic shift control device of FIG.

FIG. 8 is a functional block diagram illustrating a main part of a control function of a shift electronic control device according to another embodiment.
It is a figure corresponding to.

9 is a flowchart illustrating a main part of a control operation of the electronic shift control device according to the embodiment of FIG.
It is a figure corresponding to.

FIG. 10 is a time chart showing the output torque of the transmission during the 2 → 3 shift in the embodiment of FIG.

FIG. 11 is a functional block diagram illustrating a main part of a control function of the electronic shift control device according to the embodiment of the present invention, and is a diagram corresponding to FIG. 6;

FIG. 12 is a flowchart illustrating a main part of control operation of the electronic shift control device according to the embodiment of FIG.
It is a figure corresponding to FIG.

13 is a functional block diagram illustrating a main part of a control function of a shift electronic control device according to another embodiment, and is a diagram corresponding to FIG. 6. FIG.

FIG. 14 is a flowchart illustrating a main part of control operation of the electronic shift control device according to the embodiment of FIG.
It is a figure corresponding to FIG.

FIG. 15 is a functional block diagram illustrating a main part of a control function of a shift electronic control device according to another embodiment, and is a diagram corresponding to FIG. 6;

16 is a flowchart illustrating a main part of a control operation of the electronic shifting control device according to the embodiment of FIG.
It is a figure corresponding to FIG.

FIG. 17 is a diagram showing a relationship used for engagement control of the lockup clutch in the embodiment of FIG.

FIG. 18 is a time chart explaining the turning behavior stabilizing operation of the turning behavior control means in the embodiment of FIG. 15.

FIG. 19 is a functional block diagram illustrating a main part of a control function of the electronic shift control device according to another embodiment, and is a diagram corresponding to FIG. 6;

FIG. 20 is a flowchart illustrating a main part of control operation of the electronic shift control device according to the embodiment of FIG.
It is a figure corresponding to FIG.

FIG. 21 is a functional block diagram illustrating a main part of a control function of the electronic shift control device according to another embodiment, and is a diagram corresponding to FIG. 6;

22 is a flowchart for explaining a main part of control operation of the electronic shift control device in the embodiment of FIG.
It is a figure corresponding to FIG.

23 is a shift diagram used for shift control in the shift control means in the embodiment of FIG. 21. FIG.

[Explanation of symbols]

14: Automatic transmission 160: Turning behavior control means 172: Judgment means during turning behavior control operation 174: Automatic shift control means 176: Judgment means during shifting 184: Power transmission state change suppressing means

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI theme code (reference) B60T 8/58 B60T 8/58 E F02D 29/00 F02D 29/00 H F16H 61/14 601 F16H 61/14 601B 61/16 61/16 // F16H 59:50 59:50 63:12 63:12 (72) Inventor Masahito Kaigawa 1 Toyota-cho, Toyota-shi, Aichi F-term (reference) 3D041 in Toyota Motor Corporation AA40 AB01 AC01 AC09 AC15 AC26 AD02 AD04 AD05 AD10 AD14 AD18 AD31 AD35 AD51 AE03 AE04 AE05 AE09 AE16 AE32 AE38 AE41 AF01 3D046 BB21 GG06 HH02 HH05 HHA07 HH08 HDA22 AH05 HDA22 AH05 HDA22 AH05 HDA22 A05 A3 A3 EA06 EA07 EA09 EA10 EA13 EB03 EB04 FA04 3J053 CA03 CB09 CB26 DA26 DA28 EA02 FA03 3J552 MA02 MA12 NA01 NB01 PA02 PA34 RB21 RB22 RB23 SB13 TB01 UA08 VA32Y VB01Z VB16 Z VC01Z VC03Z VD04Z VD14W

Claims (5)

[Claims] 1. A driving force calculation means for calculating a driving force of a vehicle based on an output torque of an engine and a gear ratio of an automatic transmission from a preset relationship, and when the turning behavior of the vehicle becomes unstable. A vehicle control device comprising a turning behavior control means for stabilizing the turning behavior of the vehicle, wherein the turning behavior control means determines whether or not the turning behavior of the turning behavior control means is being stabilized. When it is determined by the operation determining means and the turning behavior control operating determination means that the turning behavior of the turning behavior control means is being stabilized, the power transmission state of the drive system of the vehicle is changed. A control device for a vehicle, comprising: a power transmission state change suppressing means for suppressing. 2. A driving force calculation means for calculating the driving force of the vehicle based on the output torque of the engine, the torque ratio of the torque converter, and the gear ratio of the automatic transmission from a preset relationship, and the turning behavior of the vehicle is not correct. When it is stable, the control device for a vehicle is provided with a turning behavior control means for stabilizing the turning behavior of the vehicle, and whether or not the turning behavior by the turning behavior control means is being stabilized. When the turning behavior control operating determination means determines that the turning behavior is being stabilized by the turning behavior control operating determination means, A control device for a vehicle, comprising: power transmission state change suppressing means for suppressing a change in power transmission state. 3. The vehicle according to claim 1, wherein the power transmission state change suppressing means inhibits the power transmission state of the drive system of the vehicle from being changed by prohibiting a shift of the automatic transmission. Control device. 4. The power transmission state change suppressing means suppresses the change of the power transmission state of the drive system of the vehicle by prohibiting the switching between the engaged state and the released state of the lockup clutch. The vehicle control device according to claim 1 or 2. 5. The power transmission state change suppressing means suppresses a change in the power transmission state of a drive system of a vehicle by uniformly setting a lock-up clutch to a disengaged state to prohibit slip control. Or the vehicle control device of 2.