JP2016186348A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To easily materialize a drive state suitable for a request of a driver, by using a vehicle posture control system such as a DSC system to enable the suppression of actuation of automatic control of an automatic transmission.SOLUTION: A vehicle control device includes: an automatic transmission 2; automatic controlling means which performs the predetermined automatic control of the automatic transmission 2; vehicle posture control means which executes vehicle posture control for controlling a posture of a vehicle during traveling; vehicle posture control switching means which enables an occupant to switch an actuation mode actuating the vehicle posture control by the vehicle posture controlling means, and an actuation suppression mode suppressing the actuation of the vehicle posture control; an actuation mode detecting means which detects which of the actuation mode or the actuation suppression mode the vehicle posture control is in; and controlling means 100 which controls the automatic controlling means. The controlling means 100 is provided with automatic control suppressing means which suppresses the actuation of the automatic control, when the actuation mode detecting means detects that the vehicle posture control is in the actuation suppression mode.SELECTED DRAWING: Figure 5

Description

  The present invention relates to a vehicle control device including a vehicle attitude control system that controls the attitude of a running vehicle, and belongs to the technical field of vehicle drive control.

  2. Description of the Related Art As a vehicle attitude control system that controls the attitude of a running vehicle, a DSC (Dynamic Stability Control) system that controls the attitude of a vehicle so that the side slip is suppressed when a side slip is detected while the vehicle is running is known. ing.

  In this DSC system, when understeer is detected that the running line swells outward when the vehicle turns, the output torque of the engine is reduced and braking force is applied to the inner wheel to suppress the side slip of the front wheel. When oversteering is detected, the output torque of the engine is reduced and braking force is applied to the outer wheel to suppress the side slip of the rear wheel.

  On the other hand, when performing sports driving on a circuit field, the driver may request the driving state or behavior of the vehicle according to his / her driving operation at the time of turning, regardless of attitude control by a system using a computer, If the DSC system is operated during such a turn, there is a problem that the driving intended by the driver cannot be performed.

  In addition, the DSC system has a traction function that reduces engine output torque when a slip of the drive wheel is detected, but the drive wheel slips when attempting to start in a stopped state during snow or road surface freezing. When the DSC system is operated each time the slip occurs, the engine output torque is reduced each time, and starting may be difficult.

  In order to solve these problems, a DSC changeover switch for switching on / off of the DSC system may be provided in the vicinity of the driver's seat of the vehicle equipped with the DSC system. In this case, since the driver can inhibit the operation of the DSC system by turning off the DSC changeover switch as necessary, the above-described problems can be avoided.

  By the way, in an automatic transmission mounted on a vehicle, various automatic controls are performed depending on the situation. As a specific example of the automatic control of the automatic transmission, in addition to the normal automatic shift that automatically shifts in the automatic shift mode that is executed by selecting the D range, the manual mode that is executed by selecting the M range (manual) In the shift mode), a forced automatic shift that automatically performs a forced shift to avoid engine overspeed (overlev) and engine stall, and a direct mode in which a manual shift is temporarily performed when the D range is selected (temporary) Shift mode return control for automatically returning to the automatic shift mode by terminating the automatic manual shift mode), and slip control or release control of the frictional engagement element for the starting shift stage while the vehicle is stopped in the D range. For example, neutral idle control that automatically sets the neutral state.

  As an example of such automatic control, FIG. 6 of Patent Document 1 shows that even in a manual mode in which manual gear shifting is basically performed, from the viewpoint of engine protection, when a high vehicle speed state higher than a predetermined vehicle speed is reached, It is disclosed that forced upshifting is performed.

JP-A-8-210497

  However, since the various automatic controls of the automatic transmission as described above are automatically executed regardless of the driver's intention, the automatic control is executed, and the driving state is contrary to the driver's intention. Sometimes.

  For example, when a forced automatic shift is performed while the vehicle is traveling in the manual mode, or when the automatic shift is performed automatically after returning to the automatic shift mode while the vehicle is traveling in the direct mode, the driver intends Acceleration and engine braking may not be obtained. In addition, when neutral idle control is executed against this intention when it is desired to start the vehicle promptly in a stop state where the shift range is the traveling range, the amount of time required to engage the frictional engagement element for the start gear stage is determined. Since the start is delayed only, the start responsiveness desired by the driver cannot be obtained.

  Therefore, the present invention makes it easy to realize a driving state that meets the driver's request by making it possible to suppress the automatic control operation of the automatic transmission using a vehicle attitude control system such as a DSC system. Is an issue.

  In order to solve the above-described problems, a vehicle control apparatus according to the present invention is configured as follows.

First, the invention according to claim 1 of the present application is
An automatic transmission,
Automatic control means for performing predetermined automatic control of the automatic transmission;
Vehicle attitude control means for performing vehicle attitude control for controlling the attitude of the running vehicle;
Vehicle attitude control switching means capable of switching between an operation mode for operating vehicle attitude control by the vehicle attitude control means and an operation suppression mode for suppressing the operation of the vehicle attitude control;
An operation mode detection means for detecting whether the vehicle attitude control is an operation mode or an operation suppression mode;
Control means for controlling the automatic control means, a vehicle control device comprising:
The control means includes automatic control suppression means for suppressing the operation of the automatic control when the operation mode detection means detects that the vehicle attitude control is in the operation suppression mode.

  The “suppression” of the operation of the vehicle attitude control and the automatic control here includes prohibiting the operation of these controls and reducing the degree and frequency of these controls.

The invention according to claim 2 is the invention according to claim 1,
The automatic control includes an automatic shift in which a gear ratio of the automatic transmission is automatically changed.

Furthermore, the invention according to claim 3 is the invention according to claim 2,
The shift mode of the automatic transmission includes an automatic shift mode in which an automatic shift is performed according to a traveling state of the vehicle, and a manual shift mode in which a gear ratio is manually changed by a predetermined operation by an occupant,
The automatic control includes an automatic shift forcibly performed when a predetermined condition is satisfied in the manual shift mode.

The invention according to claim 4 is the invention according to any one of claims 1 to 3,
The shift mode of the automatic transmission in the state where the shift range is the travel range is an automatic shift mode in which automatic shift is performed according to the traveling state of the vehicle, and the gear ratio is temporarily changed manually by a predetermined operation of the occupant. With a temporary manual shifting mode,
The automatic control includes mode return control for automatically returning from the temporary manual shift mode to the automatic shift mode.

Furthermore, the invention according to claim 5 is the invention according to any one of claims 1 to 4,
The control means includes a neutral idle control means for executing a neutral idle control for setting the automatic transmission in a neutral state when a predetermined condition including that the shift range is a travel range in a stopped state is satisfied,
The automatic control includes the neutral idle control.

Furthermore, the invention according to claim 6 is the invention according to any one of claims 1 to 5,
The vehicle includes an engine;
The control means includes
Idle stop control means for executing an idle stop for automatically stopping the engine when a predetermined automatic stop condition is satisfied;
When the operation of the vehicle attitude control is suppressed according to the operation of the operation means, the apparatus further comprises idle stop suppression means for suppressing the idle stop.

The invention according to claim 7 is the invention according to any one of claims 1 to 6,
The vehicle attitude control is a skid reduction control for reducing the skid when a skid of the vehicle is detected.

  In the vehicle control apparatus according to the first aspect of the present invention, when the operation of the vehicle attitude control is not desired, the vehicle is desired to travel with greater emphasis on acceleration and agility than fuel efficiency and traveling stability, and automatic shifting is performed. Since it can be assumed that the predetermined automatic control of the machine is not desired, the operation of the automatic control of the automatic transmission is also suppressed when the vehicle attitude control is in the operation suppression mode. Therefore, by using the vehicle attitude control system as described above, the automatic control of the automatic transmission that is contrary to the driver's intention is suppressed, so that it becomes easy to realize a driving state that meets the driver's request.

  According to the second aspect of the present invention, when the vehicle attitude control is in the operation suppression mode, an automatic shift that is not desired by the driver is suppressed, thereby realizing a driving state that meets the driver's request. It becomes easy.

  Furthermore, according to the invention described in claim 3, when the vehicle attitude control is in the operation suppression mode and the vehicle is traveling in the manual shift mode, forced automatic shift contrary to the driver's intention is suppressed. This makes it easier to obtain desired acceleration, engine braking, etc. at the gear ratio required by the driver.

  Furthermore, according to the invention described in claim 4, when the vehicle attitude control is in the operation suppression mode and the vehicle is traveling in the temporary manual shift mode, the automatic shift mode is contrary to the driver's intention. By suppressing the automatic return to the desired speed, it becomes easier to obtain desired acceleration, engine braking, and the like at the speed ratio required by the driver.

  According to the fifth aspect of the present invention, the neutral idle control against the driver's intention is suppressed in the stop state where the vehicle attitude control is in the operation suppression mode and the shift range is the travel range. Thus, since the fastening state of the starting frictional engagement element is maintained or quicker fastening is realized, start response as desired by the driver can be obtained.

  Further, according to the sixth aspect of the invention, when the operation of the vehicle attitude control is not desired, the vehicle desires the driving that emphasizes startability and acceleration rather than the fuel efficiency and the driving stability, and is stopped or the vehicle is driving. Since it can be assumed that the idle stop is not desired, when the vehicle attitude control is in the operation suppression mode, the idle stop is also suppressed in addition to the predetermined automatic control of the automatic transmission. Therefore, even if the operation means for turning off the idle stop is not bothered or when such an operation means is not provided, the vehicle attitude control system is used as described above to stop the vehicle. By suppressing the idling stop against the driver's intention while the vehicle is running, the start response and acceleration response suitable for the driver's request can be obtained.

  According to the seventh aspect of the invention, when the operation of the skid reduction control is not desired, it is desired to travel with greater emphasis on acceleration and agility than fuel efficiency and traveling stability. When the skid reduction control is in the operation suppression mode using the assumption that the predetermined automatic control is not desired, the automatic control of the automatic transmission contrary to the driver's intention is suppressed. It becomes easy to realize the driving condition that meets the requirements of

1 is a system diagram of a vehicle control device according to an embodiment of the present invention. It is a perspective view which shows a shift lever, and a top view which shows the operation position. It is the top view and front view which show arrangement | positioning of a steering down switch and a steering up switch. It is a perspective view which shows a DSC changeover switch and its peripheral part. It is a flowchart which shows the 1st control example for suppressing the automatic control of an automatic transmission. It is a flowchart which shows the 2nd control example for suppressing the automatic control of an automatic transmission. It is a flowchart which shows the 3rd control example for suppressing the automatic control of an automatic transmission. It is a flowchart which shows the 4th control example for suppressing the automatic control of an automatic transmission. It is a flowchart which shows the example of reference control.

  Embodiments of the present invention will be described below.

[Control system]
As shown in FIG. 1, the vehicle control apparatus according to the present embodiment includes various controls relating to an engine 1 as a vehicle drive source and an automatic transmission 2 that changes the output of the engine 1 and transmits the output to the drive wheel side. A control unit 100 is provided. The control unit 100 includes, for example, an ECU (Engine Control Unit) mounted on the engine 1 and a TCM (Transmission Control Module) mounted on the automatic transmission 2.

  The control unit 100 includes an engine speed sensor 61 that detects the number of revolutions of the engine 1, an accelerator position sensor 62 that detects the amount of accelerator pedal depression (accelerator position), a brake sensor 63 that detects depression of the brake pedal, A vehicle speed sensor 64 for detecting the traveling speed of the vehicle, a DSC changeover switch 65 for turning on / off DSC (Dynamic Stability Control) control by the driver's operation, and a range of the automatic transmission 2 selected by the driver A signal is input from the range sensor 66 for detecting.

  The control unit 100 includes a downshift switch 34 and an upshift switch 35 provided near the shift lever 3 (see FIG. 2A) as described later, and a steering wheel 4 (see FIG. 2). 3 (a) and FIG. 3 (b)), signals from a downshift switch 46 and an upshift switch 47 are input.

  In addition to these, a yaw rate sensor that detects the rotational angular velocity of the vehicle in the turning direction, an engine water temperature sensor that detects the temperature of the cooling water of the engine 1, and the temperature of the catalyst device installed in the exhaust passage of the engine 1 are detected. Signals from various devices such as a catalyst temperature sensor may be input to the control unit 100.

  The control unit 100 controls the operation of the engine 1 by outputting a control signal to the engine 1 based on various input signals.

  The control unit 100 controls the operation of the automatic transmission 2 by outputting a control signal to the automatic transmission 2 based on various input signals. For example, the opening / closing or output pressure of the hydraulic control valve provided in the hydraulic circuit of the automatic transmission 2 is controlled in accordance with the selected range or the running state of the vehicle, so that the clutch constituting the automatic transmission 2 Shift control of the automatic transmission 2 is performed by engaging, releasing, or slip-controlling a frictional engagement element such as a brake.

[Shift mode]
The transmission mode of the automatic transmission 2 includes an automatic transmission mode that automatically shifts according to the traveling state of the vehicle, a manual mode that shifts by a driver's shift operation (manual transmission mode), and a direct mode (temporary manual transmission mode). ). The manual mode is started by an operation described later by the driver during the automatic transmission mode, and is continuously executed until an operation described later for returning to the automatic transmission mode is performed. On the other hand, the direct mode is temporarily executed from when it is started by a predetermined operation described later in the automatic transmission mode to when it is ended when a predetermined condition is satisfied.

  As shown in FIG. 2A, the shift lever 3 for switching the range of the automatic transmission 2 is operated along a series of operation paths 32 provided in the guide member 31. As shown in FIG. 2B, on the operation path 32, a parking range (P range) position, a reverse range (R range) position, a neutral range (N range) position, and a drive range (D range) position. Is provided. When the shift lever 3 is operated to the D range position, the shift mode of the automatic transmission 2 is set to the automatic shift mode.

  Further, a manual range (M range) position 33 is provided on the side of the D range position, and when the shift lever 3 is operated from the D range position to the M range position 33, the shift of the automatic transmission 2 is performed. The mode can be switched to the manual mode.

  This M-range position 33 has a long operation area in the front and rear, and when the shift lever 3 is operated forward (in the direction of arrow A shown in FIG. 2B) from the central neutral position, a downshift switch (hereinafter, “ When the shift lever down switch 34) is turned on and the gear position of the automatic transmission 2 is downshifted by one step and operated backward (in the direction of arrow B shown in FIG. 2B), the upshift switch ( Hereinafter, the “shift lever up switch”) 35 is turned on, and the gear position is shifted up by one step.After the operation, the gear returns to the neutral position and is ready for the next operation. Yes.

  As shown in FIGS. 3 (a) and 3 (b), the steering wheel 4 includes a center paddle portion 41, three spokes 42, 43, 44 extending from the paddle portion 41 in a T shape, And a wheel portion 45 supported by the spokes. A pair of left and right downshift switches (hereinafter referred to as a “steering down switch”) is positioned in front of the left and right spokes 42 and 43 on the front side, that is, in the vicinity of the position where the thumbs of the left and right hands of the driver holding the wheel portion 45 are located. 46, 46 are also provided, and a finger other than the thumbs of the left and right hands of the driver who holds the predetermined portion of the paddle portion 41 on the back side of the spokes 42, 43, that is, the wheel portion 45 is provided. A pair of left and right upshift switches (hereinafter, also referred to as “steering up switches”) 47 and 47 are provided in the vicinity of the portion where is located.

  The steering down switches 46 and 46 and the steering up switches 47 and 47 have the following two functions. The first function is to downshift the shift stage instead of the shift lever down switch 34 and the shift lever up switch 35 when the shift lever 3 is operated to the M range position and the manual mode is selected. The second function is an upshift function. When the shift lever 3 is operated to the D range position and the automatic transmission mode is selected, either the steering down switch 46, 46 or the steering up switch 47, 47 is used. When one of them is turned on, the shift mode is switched from the automatic shift mode to the direct mode and the shift stage is downshifted or upshifted.

  In either case, if either one (or both) of the pair of steering down switches 46, 46 is pushed down in the direction of the arrow A ′ shown in FIG. 3A, the switch 46 is turned on and the automatic transmission is turned on. 2 shift stage is shifted down by one stage, and if either one (or both) of the pair of steering up switches 47 and 47 is pulled toward the front as indicated by arrow B ′, the switch 47 is turned on. The gear position is upshifted by one step.

[DSC control]
The control unit 100 performs DSC control (side slip reduction control) for reducing the side slip when a side slip of the vehicle is detected based on an input signal from a yaw rate sensor or the like.

  In the DSC control, when a skid is detected, the skid of the vehicle is suppressed by reducing the output torque of the engine 1 or applying a braking force to a predetermined wheel. For example, in the DSC control that is performed when understeer is detected during turning of the vehicle, the output torque of the engine 1 is reduced and the braking force is applied to the inner wheel to suppress the side slip of the front wheel. In the DSC control performed when the engine is detected, the output torque of the engine 1 is reduced and the braking force is applied to the outer wheel, thereby suppressing the side slip of the rear wheel.

  In addition, the DSC control has a traction function for reducing the output torque of the engine when a slip of the drive wheel is detected, and the slip of the drive wheel is suppressed by this function.

  At the start of the control unit 100, the DSC control is set to automatically operate when a side slip or a drive wheel slip is detected. If the driver does not want to activate the DSC control, the DSC control is turned off by operating the DSC changeover switch 65 disposed on the instrument panel 5 in front of the driver seat as shown in FIG. can do. When the DSC control is turned off by the operation of the DSC changeover switch 65, the DSC control does not operate regardless of the presence or absence of side slip and drive wheel slip.

  When the DSC control is turned off by operating the DSC changeover switch 65, the DSC control is turned on by operating the DSC changeover switch 65 again. As a result, as in the initial setting, the DSC control is automatically activated when a side slip is detected.

  As described above, the DSC control is switched between the operation mode in which the operation is permitted and the operation inhibition mode in which the operation is prohibited by the operation of the DSC changeover switch 65 by the driver.

  In this embodiment, the operation inhibition mode is set as an example of the operation inhibition mode for suppressing the operation of the DSC control. However, instead of or in addition to the operation inhibition mode, another mode of the operation inhibition mode is set. May be set. As another mode, for example, the frequency at which DSC control is performed by changing a threshold value that is a starting condition for DSC control, the degree to which the output torque of the engine is reduced by DSC control, and the magnitude of braking force applied to the wheels are reduced. The operation reduction mode etc. which reduce etc. are mentioned.

[Various automatic control of automatic transmission]
Incidentally, the control unit 100 performs various automatic controls on the operation of the automatic transmission 2 in addition to the automatic shift in the automatic shift mode. Specific examples of the automatic control include forced automatic shift in the manual mode, automatic return from the direct mode to the automatic shift mode, and neutral idle control. Next, the contents of these automatic controls will be briefly described.

[Forced automatic shift in manual mode]
When the shift range of the automatic transmission 2 is set to the manual mode by selecting the M range by the operation of the shift lever 3, the shift of the automatic transmission 2 is basically performed by the manual operation of the driver as described above. Is done.

  However, even in the manual mode, in order to prevent over-rotation of the engine, engine stall, etc., the control unit 100 is used when the predetermined condition is satisfied or when the predetermined condition is satisfied for a predetermined time. Perform a forced upshift or a forced downshift.

  As a condition for forced shift-up, for example, the engine speed becomes equal to or higher than a predetermined speed, and the temperature of the catalyst device provided in the exhaust system of the engine 1 becomes equal to or higher than a predetermined temperature. As a result, in the manual mode, when the engine is operated at a lower speed than the speed according to the operating state, and the engine speed or the temperature of the catalyst device rises excessively, the engine speed is increased by executing a forced shift up. As the number decreases, the temperature of the catalyst device also decreases, and the engine 1 and the catalyst device can be protected.

  As a condition for forced downshifting, for example, the engine speed may be a predetermined speed or less. As a result, in the manual mode, when the engine is operated at a higher gear than the gear corresponding to the driving state and the engine speed is excessively decreased, the engine speed is increased by performing a forced downshift. Thus, engine stall can be avoided.

[Automatic return from direct mode to automatic transmission mode]
As described above, since the direct mode is temporarily executed in the middle of the automatic transmission mode, during execution of the direct mode, the controller 100 starts from the direct mode when a predetermined return condition is satisfied. Automatically return to automatic shift mode.

  As a return condition, for example, after the direct mode is started due to an erroneous operation of the steering down switch 46 or the steering up switch 47, a predetermined time elapses while the steady running state is continued without performing rapid acceleration running or the like. And the rapid acceleration traveling and engine braking traveling performed in the direct mode are completed, or a predetermined time has elapsed since the termination. As a result, when the operation at the shift stage selected in the direct mode is no longer necessary, the automatic shift mode is automatically restored, so that smooth steady running can be resumed promptly.

[Neutral idle control]
Neutral idle control is control in which the transmission is in a neutral state while the vehicle is stopped in the D range in order to improve the fuel efficiency of the engine. For example, a predetermined condition (for example, D range, vehicle speed zero, brake on, accelerator off, and (Idle stop non-control) is established.

  Specifically, in the neutral idle control, for example, the neutral state is realized by slip-controlling or releasing at least one starting frictional engagement element that has been engaged in the first speed state immediately before the start of the neutral idle control. . In consideration of the responsiveness at the next start, it is preferable that the starting frictional engagement element is not completely released and is maintained in a slip state.

  By setting the automatic transmission 2 to the neutral state by the neutral idle control, the turbine of the torque converter rotates following the engine 1 with no load or extremely low load, so that the stationary state at the first speed where the turbine is fixed is set. In comparison, the load on the torque converter and the engine 1 is reduced, and the fuel efficiency of the engine 1 is improved.

[Suppression control]
The various automatic controls of the automatic transmission 2 described above are automatically executed regardless of the driver's intention. However, if automatic control of the automatic transmission 2 is executed against the driver's intention, there may be a problem that the acceleration, start response, engine brake, and the like desired by the driver cannot be obtained.

  Therefore, in the present embodiment, when the driver does not desire the operation of the DSC control described above, the driver desires driving that emphasizes acceleration and agility rather than fuel efficiency and driving stability, and the automatic transmission 2 is predetermined. Assuming that automatic control of the automatic transmission 2 is not desired, and when the DSC control is turned off by the operation of the DSC changeover switch 65, the control unit 100 suppresses the operation of automatic control of the automatic transmission 2 as follows. It was decided to control.

  The “suppression” of the automatic control operation mentioned here includes prohibiting the automatic control operation and reducing the degree and frequency of the automatic control. Moreover, in this embodiment, although the operation means for turning off the various automatic controls of the automatic transmission 2 is not provided in the vehicle, such an operation means may be provided.

  Hereinafter, the suppression control according to the first to fourth control examples will be described with reference to the flowcharts shown in FIGS.

[First control example]
In the suppression control according to the first control example shown in FIG. 5, when the DSC control is turned off by the operation of the DSC selector switch 65, the forced automatic shift in the manual mode is suppressed.

  The control operation of the first control example will be specifically described with reference to the flowchart shown in FIG.

  First, in step S1, various input signals from the DSC changeover switch 65, the range sensor 66, and the like are read.

  In the subsequent step S2, it is determined based on the input signal from the range sensor 66 whether or not the shift mode of the automatic transmission 2 is the manual mode. If the result of determination in step S2 is automatic shift mode or direct mode, the process is returned, and only in the manual mode, the process proceeds to step S3.

  In step S3, it is determined whether the DSC control mode selected based on the input signal from the DSC changeover switch 65 is the operation mode or the operation prohibition mode.

  As a result of the determination in step S3, when the DSC control is in the operation mode, the process proceeds to step S5, and the forced automatic shift in the manual mode is not suppressed. Therefore, when the predetermined condition as described above is satisfied, the engine or the catalyst is protected or the engine stall is prevented by executing the forced upshift or downshift as usual.

  On the other hand, as a result of the determination in step S3, when the DSC control is in the operation inhibition mode, the forced automatic shift in the manual mode is suppressed in step S4. Specifically, for example, the threshold value of the predetermined condition is set so that the automatic shift is prohibited regardless of whether or not the predetermined condition for performing the forced automatic shift is satisfied, or the frequency of the forced automatic shift is reduced. When a forced automatic shift is performed when a predetermined condition is established for a predetermined time, the predetermined time is extended, or the accelerator opening or a value related thereto exceeds a predetermined threshold. Sometimes kickdown to shift down to the low gear ratio side is prohibited, or the threshold value of the kickdown is changed to the high opening side to make it difficult to perform kickdown.

  However, even when the forced automatic shift is suppressed, when the vehicle is decelerated to an extremely low vehicle speed, a downshift to the first speed is performed in order to avoid engine stall.

  According to the above first control example, there is no need to provide a dedicated operation means for turning off the forced automatic shift in the manual mode, or it is bothered when such an operation means is provided. Even when the operating means is not operated, when the DSC control is turned off by the operation of the DSC changeover switch 65 while the vehicle is traveling in the manual mode, the acceleration performance, the agility, etc. are improved rather than the fuel efficiency and the traveling stability. The forced automatic shift is suppressed in accordance with the intention of the driver who wants to emphasize traveling, so that desired acceleration, engine braking, and the like can be easily obtained at the speed ratio required by the driver.

  In the first control example, the case where the forced automatic shift in the manual mode is suppressed when the DSC control is turned off has been described. However, the normal automatic shift in the automatic shift mode is also suppressed. You may do it. Specifically, for example, when automatic shift is performed according to a shift diagram based on the vehicle speed and the accelerator opening, when the DSC control is turned off, the region where the low shift stage is used in the shift diagram is usually The upshift may be suppressed by changing the upshift line so as to be enlarged. Further, kickdown in the automatic transmission mode may be prohibited or difficult to be performed.

[Second control example]
In the suppression control according to the second control example shown in FIG. 6, when the DSC control is turned off by the operation of the DSC selector switch 65, the automatic return from the direct mode to the automatic transmission mode is suppressed.

  The control operation of the second control example will be specifically described with reference to the flowchart shown in FIG.

  First, in step S11, various input signals from the DSC changeover switch 65, the range sensor 66, the shift lever down switch 34, the shift lever up switch 35, the steering down switch 46, the steering up switch 47, and the like are read.

  In the subsequent step S12, the shift mode of the automatic transmission 2 is the direct mode based on the input signals from the range sensor 66, the shift lever down switch 34, the shift lever up switch 35, the steering down switch 46, and the steering up switch 47. It is determined whether or not. If the result of determination in step S12 is automatic shift mode or manual mode, the process is returned, and the process proceeds to step S13 only in the direct mode.

  In step S13, it is determined whether the DSC control mode selected based on the input signal from the DSC changeover switch 65 is the operation mode or the operation prohibition mode.

  As a result of the determination in step S13, when the DSC control is in the operation mode, the process proceeds to step S15, and the automatic return to the automatic transmission mode is not suppressed. Therefore, when the predetermined condition as described above is satisfied, the automatic transmission mode is promptly restored as usual, and smooth steady running is resumed.

  On the other hand, as a result of the determination in step S13, when the DSC control is in the operation inhibition mode, the automatic return to the automatic transmission mode is suppressed in step S14. Specifically, for example, the direct mode is continued or the automatic return is difficult to be performed unless the shift lever 3 is operated or stopped regardless of whether or not the predetermined condition for the automatic return is satisfied. The count time until automatic return is extended.

  According to the above second control example, there is no dedicated operating means for turning off the automatic return from the direct mode to the automatic transmission mode, or when such an operating means is provided. If the DSC control is turned off by operating the DSC changeover switch 65 while the vehicle is traveling in the direct mode without operating the operating means, the acceleration performance and the agility rather than the fuel consumption performance and the driving stability can be achieved. The direct mode is continued in accordance with the intention of the driver who wants to travel with emphasis on the travel, etc., so that desired acceleration, engine braking, and the like can be easily obtained at the speed ratio required by the driver.

[Third control example]
In the suppression control according to the third control example shown in FIG. 7, when the DSC control is turned off by the operation of the DSC selector switch 65, the neutral idle control is suppressed.

  The control operation of the third control example will be specifically described with reference to the flowchart shown in FIG.

  First, in step S21, various input signals from the DSC changeover switch 65 and the like are read.

  In the following step S22, it is determined whether the DSC control mode selected based on the input signal from the DSC changeover switch 65 is the operation mode or the operation prohibition mode.

  As a result of the determination in step S22, when the DSC control is in the operation mode, the process proceeds to step S24, and the neutral idle control is not suppressed. Therefore, when the predetermined condition as described above is satisfied while the vehicle stops in the D range, the neutral idle control is executed as usual, so that the automatic transmission 2 is in the neutral state and the fuel consumption of the engine 1 is improved. .

  On the other hand, if the result of determination in step S22 is that DSC control is in the operation inhibition mode, neutral idle control is suppressed in step S23. Specifically, in order to make it difficult to perform neutral idle control, for example, when the amount of depression of the brake pedal is less than a predetermined amount, neutral idle control is prohibited, or neutral idle control is started when a predetermined condition is satisfied. The predetermined vehicle speed is set to a higher vehicle speed when the next neutral idle control is not executed unless the vehicle reaches the predetermined vehicle speed at least once since the last start. To do.

  In step S23, the content of the neutral idle control may be suppressed so that the startability is improved. Specifically, for example, when the starting frictional engagement element is slip-controlled in neutral idle control, the difference between the turbine speed of the torque converter and the engine speed becomes larger than usual (the turbine speed is normal). Slip control may be performed so that the rotational speed becomes lower than that. As a result, instead of increasing the load on the engine and the torque converter during the neutral idle control, the starting frictional engagement element at the time of starting can be fastened and the starting performance is improved.

  According to the third control example described above, there is no need to provide a dedicated operation means for turning off the neutral idle control, or when such an operation means is provided, the operation means is bothered. Even when the vehicle is stopped in the D range, when the DSC control is turned off by the operation of the DSC changeover switch 65, it is in accordance with the intention of the driver who wants to travel with more emphasis on startability than fuel efficiency. Since the neutral idle control is suppressed, the engagement state of the starting frictional engagement element is maintained or faster engagement is realized, so that the start response as desired by the driver can be obtained.

  In addition, the 1st-3rd control example demonstrated above may be performed independently, and any two or all the control examples may be combined among these.

[Fourth control example]
In the suppression control according to the fourth control example shown in FIG. 8, when the DSC control is turned off by the operation of the DSC selector switch 65, the predetermined automatic control of the automatic transmission 2 is suppressed and the engine 1 is idled. Is also suppressed.

  The control operation of the fourth control example will be specifically described with reference to the flowchart shown in FIG.

  First, in step S31, various input signals from the DSC changeover switch 65 and the like are read.

  In the following step S32, it is determined whether the DSC control mode selected based on the input signal from the DSC changeover switch 65 is the operation mode or the operation prohibition mode.

  As a result of the determination in step S32, when the DSC control is in the operation mode, the process proceeds to step S35 and step S36, and the predetermined automatic control of the automatic transmission 2 and the idle stop of the engine 1 are not suppressed. Therefore, various automatic controls of the automatic transmission 2 such as forced automatic shift in the manual mode, automatic return from the direct mode to the automatic shift mode, neutral idle control and the like are executed as usual when a predetermined condition is satisfied, and the vehicle is stopped. The engine 1 is automatically stopped when a predetermined idle stop condition is satisfied during traveling or while the vehicle is running.

  Note that the idle stop condition is that the shift range is D range or N range, the accelerator is fully closed, the brake switch is on, the remaining battery capacity is greater than or equal to a predetermined amount, For example, the vehicle is accelerated at least once to a predetermined vehicle speed or more after the stop is released, and when all of these conditions are satisfied, the idle stop is executed, thereby improving the fuel consumption of the engine 1.

  On the other hand, if the result of determination in step S32 is that DSC control is in the operation inhibition mode, predetermined automatic control of the automatic transmission 2 is suppressed in step S33. Specifically, for example, at least one predetermined automatic control among various automatic controls such as forced automatic shift in the manual mode, automatic return from the direct mode to the automatic shift mode, and neutral idle control is suppressed. .

  Further, in the subsequent step S34, the idling stop of the engine 1 is suppressed. Specifically, the idle stop is prohibited regardless of whether the idle stop condition is satisfied, or the idle stop condition is changed so that the frequency of the idle stop is reduced.

  The idle stop condition is changed, for example, when one of the conditions is that the vehicle is accelerated at least once to a predetermined vehicle speed after the previous idle stop is canceled, and the predetermined vehicle speed is set to a higher vehicle speed. You may do by doing.

  In the above fourth control example, when the operation of the DSC control is not desired, it is desired to travel with greater emphasis on startability and acceleration than fuel efficiency and traveling stability, and also desired to be idle or stopped while the vehicle is stopped or traveling. Since it can be assumed that there is not, when the DSC control operation is turned off by the operation of the DSC selector switch 65, in addition to the predetermined automatic control of the automatic transmission 2, the idle stop is also suppressed.

  Thus, even if the operation means for turning off the idle stop is not bothered or when such an operation means is not provided, the operation of the DSC changeover switch 65 is used as described above, By suppressing the idling stop against the driver's intention while stopping or traveling, the start response and acceleration response suitable for the driver's request can be obtained.

  While the present invention has been described with reference to the above-described embodiments, the present invention is not limited to the above-described embodiments.

  For example, in the above-described embodiment, the example in which the automatic control of the automatic transmission is suppressed when the operation of the DSC control is completely prohibited in accordance with the operation of the DSC changeover switch 65 has been described. In addition, a configuration is also included in which automatic control of the automatic transmission is suppressed when the frequency or degree of operation of the DSC control is reduced in accordance with the operation of the DSC changeover switch 65 or another operation means.

  In the above-described embodiment, DSC control (side slip reduction control) that suppresses yawing has been described as an example of vehicle attitude control. However, in the present invention, vehicle attitude control is not limited to DSC control, for example, Control that suppresses pitching and rolling is also included.

[Reference control example]
Hereinafter, a reference control example will be described with reference to the flowchart shown in FIG.

  In the reference control example shown in FIG. 9, first, in step S101, various input signals from the DSC changeover switch 65 and the like are read.

  In a succeeding step S102, it is determined based on the input signal from the DSC changeover switch 65 whether or not the DSC control is turned off.

  As a result of the determination in step S102, when the DSC control is not turned off, the process proceeds to step S104, and the idle stop of the engine 1 is not suppressed. Therefore, the engine 1 is automatically stopped when the predetermined idle stop condition as described above is satisfied while the vehicle is stopped or traveling.

  On the other hand, if the result of determination in step S102 is that DSC control is off, idling stop of the engine 1 is suppressed in step S103. Specifically, the idle stop is prohibited regardless of whether the idle stop condition is satisfied, or the idle stop condition is changed so that the frequency of the idle stop is reduced.

  As described above, in the reference control example, when the operation of the DSC control is suppressed by the operation of the DSC changeover switch 65, the idle stop is also suppressed. Thus, even if the operation means for turning off the idle stop is not bothered or when such an operation means is not provided, the operation of the DSC changeover switch 65 is used as described above, By suppressing the idling stop against the driver's intention while stopping or traveling, the start response and acceleration response suitable for the driver's request can be obtained.

  As described above, according to the present invention, by using a vehicle attitude control system such as a DSC system, it is possible to suppress the operation of automatic control of the automatic transmission, thereby achieving a driving state that meets the driver's request. Since it can be easily realized, it may be suitably used in the field of manufacturing industries of vehicles equipped with an automatic transmission and a vehicle attitude control system.

DESCRIPTION OF SYMBOLS 1 Engine 2 Automatic transmission 3 Shift lever 4 Steering wheel 5 Instrument panel 65 DSC changeover switch (operation means)
100 Control unit (control means)

Claims (7)

An automatic transmission,
Automatic control means for performing predetermined automatic control of the automatic transmission;
Vehicle attitude control means for performing vehicle attitude control for controlling the attitude of the running vehicle;
Vehicle attitude control switching means capable of switching between an operation mode for operating vehicle attitude control by the vehicle attitude control means and an operation suppression mode for suppressing the operation of the vehicle attitude control;
An operation mode detection means for detecting whether the vehicle attitude control is an operation mode or an operation suppression mode;
Control means for controlling the automatic control means, a vehicle control device comprising:
The control means is provided with an automatic control suppression means for suppressing the operation of the automatic control when the operation mode detection means detects that the vehicle attitude control is in an operation suppression mode. Control device.   The vehicle control device according to claim 1, wherein the automatic control includes an automatic shift in which a gear ratio of the automatic transmission is automatically changed. The shift mode of the automatic transmission includes an automatic shift mode in which an automatic shift is performed according to a traveling state of the vehicle, and a manual shift mode in which a gear ratio is manually changed by a predetermined operation by an occupant,
The vehicle control device according to claim 2, wherein the automatic control includes an automatic shift that is forcibly performed when a predetermined condition is satisfied in the manual shift mode. The shift mode of the automatic transmission in the state where the shift range is the travel range is an automatic shift mode in which automatic shift is performed according to the traveling state of the vehicle, and the gear ratio is temporarily changed manually by a predetermined operation of the occupant. With a temporary manual shifting mode,
The vehicle control according to any one of claims 1 to 3, wherein the automatic control includes a mode return control for automatically returning from the temporary manual shift mode to the automatic shift mode. apparatus. The control means includes a neutral idle control means for executing a neutral idle control for setting the automatic transmission in a neutral state when a predetermined condition including that the shift range is a travel range in a stopped state is satisfied,
The vehicle control device according to any one of claims 1 to 4, wherein the automatic control includes the neutral idle control. The vehicle includes an engine;
The control means includes
Idle stop control means for executing an idle stop for automatically stopping the engine when a predetermined automatic stop condition is satisfied;
6. An idle stop suppression unit that suppresses the idle stop when the operation of the vehicle attitude control is suppressed in accordance with an operation of the operation unit. The vehicle control device according to any one of the above.   The vehicle control apparatus according to any one of claims 1 to 6, wherein the vehicle attitude control is a side slip reduction control that reduces the side slip when a side slip of the vehicle is detected. .

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