JP3031187B2 - Vehicle control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine capable of selectively suspending combustion in a variable cylinder engine or an engine capable of switching banks, and capable of changing the deactivated cylinder, and an automatic transmission and an automatic transmission connected to the engine. The present invention relates to a device for controlling a power transmission switching device such as a wheel drive transfer.

[0002]

2. Description of the Related Art It is well known that various attempts have been made to improve the fuel efficiency of a vehicle. For example, a bank switching engine and a variable cylinder engine are known. The former bank switching engine is a bank type engine, and is configured to selectively suspend the combustion as a group of cylinders (cylinders) in each bank. In this type of engine, an intake system and an exhaust system are provided corresponding to each bank, so that each bank can be controlled independently. Loss can be reduced and fuel efficiency can be improved. Further, in the single-bank operation, the number of combustions per rotation of the output shaft is half that in the both-bank operation, so that the single-bank operation is performed in a state where the accelerator opening is equal to or more than a predetermined accelerator opening in order to prevent a deterioration in riding comfort due to vibration. When a large torque is required, that is, when the accelerator opening is large, the two-bank operation is performed. Further, since an exhaust purification catalyst is provided corresponding to each bank, in order to maintain each exhaust purification catalyst at the activation temperature, the bank in which combustion is suspended during the one-bank operation is alternately switched.

On the other hand, the variable cylinder engine focuses on the fact that the engine efficiency is better when the relative load is relatively high to some extent, and performs a partial cylinder operation with a smaller number of combustion cylinders at a light load to perform the relative cylinder operation. The load is increased, thereby improving fuel efficiency. In this type of variable cylinder engine, partial cylinder operation is performed at an accelerator opening greater than a predetermined value in order to maintain a smooth driving state of the engine and prevent deterioration of ride comfort, in which case the output torque is naturally small. Become.

The characteristics of a vehicle such as running performance and riding comfort are not determined solely by the characteristics of the engine, but also by the gear ratio, the gear shifting timing in an automatic transmission, or the distribution of torque to the front and rear wheels in a four-wheel drive vehicle. The influence and the change in torque resulting from the change in the operating state of the engine are transmitted to the vehicle body via an automatic transmission, a four-wheel drive device, or the like, and affect the ride comfort. More specifically, the driving torque of the vehicle changes not only with the change in the output torque of the engine, but also with the gear ratio set in the transmission and the ratio of the distribution of torque to the front and rear wheels. Therefore, in order to maintain good characteristics such as power performance and ride comfort, it is necessary to control the automatic transmission and the four-wheel drive device together with the engine.

[0005] For example, in the above-described bank-switchable engine, in the case of a change between single-bank operation and both-bank operation, and in the case of bank switching in a single-bank operation state, the overall output characteristics before and after the switching are performed. Although there is no large change, the output torque of the engine may become unstable during the switching transition. Therefore, for example, in the invention proposed by the present applicant in Japanese Patent Application No. Hei 6-248878, when the bank switching and the shift are simultaneously determined, the throttle opening of each bank is changed to a coordinated control for the bank switching. The control is performed in accordance with the degree of accelerator opening to eliminate shortage of torque, or shift is executed prior to bank switching, thereby preventing a feeling of delay (slack feeling) of shift.

[0006]

As described above, the operating state of the engine and the operating state of the power transmission switching device such as the transmission and the four-wheel drive greatly affect the characteristics and behavior of the vehicle. Therefore, if the two are not controlled properly, the driving stability and ride comfort may deteriorate. However, a technology to cope with such a situation has not been established in the past, and a new control technology has been developed. Is being developed.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and has features such as ride comfort and running stability due to a change in a combustion-inactive cylinder in a failed state of a power transmission switching device such as an automatic transmission or a four-wheel drive device. The purpose is to prevent the effect on the environment.

[0008]

To achieve the above object of the Invention The, present invention, as shown in FIG. 1, out of the engine 10 0 possible changes in combustion halted cylinder which includes a release of combustion dormant
A power transmission switching device 101 for transmitting the power output from the engine 100 to the wheels on the power side ; a control device for a vehicle, comprising: a failure determining unit 102 for determining whether the power transmission switching device 101 has failed; Prohibiting means 103 for prohibiting the change of the combustion paused cylinder in the engine 100 when a failure of the power transmission switching device 101 is determined.

[0009]

The engine 100, which is the object of the present invention, is a bank-switchable engine that changes the cylinder in which combustion is stopped and reduces output torque in order to reduce mechanical loss such as friction without changing output torque. The power transmission switching device 101 connected to the engine includes an automatic transmission and a four-wheel drive transfer. This power transmission switching device 101
Is determined by the failure determination means 102, the prohibition means 103 prohibits the engine 100 from changing the cylinders in which combustion is stopped.

Therefore, according to the control device of the present invention,
When the number of cylinders in which combustion is stopped in the engine 100 is increased or decreased, or the cylinder in which combustion is stopped is changed, the automatic transmission or the four-wheel drive transfer is functioning normally. It does not affect ride comfort or running stability.

[0011]

Next, the present invention will be described in detail based on embodiments. FIG. 2 is a block diagram showing a basic configuration of one embodiment of the present invention. The engine Eg is capable of changing the combustion state in each cylinder for each bank, and is provided with a power transmission switching device in a running state. The automatic transmission At and the four-wheel drive transfer Tf for executing a shift by changing the engagement / disengagement state of the friction engagement device on the basis of the friction engagement device are connected.

An example of the automatic transmission At is shown in FIG. 3 as a skeleton diagram. Briefly explaining this, the automatic transmission At includes a torque converter 2 having a lock-up clutch 1 as a transmission mechanism; The vehicle includes a sub-transmission portion 3 having one set of planetary gear mechanisms, and a main transmission portion 4 for setting a plurality of forward speeds and reverse speeds by two sets of planetary gear mechanisms. The sub-transmission portion 3 performs two-stage switching between high and low, and has a carrier 5 of the planetary gear mechanism.
Are connected to a turbine runner 6 of the torque converter 2, and a clutch C0 and a one-way clutch Fo are provided between the carrier 5 and the sun gear 7 in a mutually parallel relationship. H
u is provided with a brake B0.

The sun gears 8 and 9 in each planetary gear mechanism of the main transmission unit 4 are provided on a common sun gear shaft 10, and a ring gear 11 in a planetary gear mechanism on the left side (front side) of the main transmission unit 4 in the drawing. A first clutch C1 is provided between the sun gear shaft 10 and the ring gear 12 of the auxiliary transmission unit 3, and a second clutch C2 is provided between the sun gear shaft 10 and the ring gear 12 of the auxiliary transmission unit 3. The carrier 13 of the planetary gear mechanism on the left side of the figure in the main transmission section 4
And a ring gear 14 of the right (rear) planetary gear mechanism, and an output shaft 15 is connected to the carrier 13 and the ring gear 14.

A first brake B1 as a band brake is provided to stop the rotation of the sun gear shaft 10,
More specifically, a second brake B2 and a first one-way clutch F1 arranged in series with the second brake B2 are provided between the sun gear shaft 10 and the housing Hu. The second one-way clutch F2 and the third brake B3 are arranged in parallel between the carrier 16 and the housing Hu in the rear planetary gear mechanism.

In this automatic transmission At, the gears of five forward steps and one reverse step are set by engaging and disengaging the friction engagement devices as shown in FIG. In addition,
In FIG. 4, the mark 係 合 indicates engagement and the mark × indicates release.

In the automatic transmission At, each clutch C0,
The hydraulic control device 17 that supplies and discharges hydraulic pressure to the brakes C1, C2 and the brakes B0, B1, B2, B3 has a first speed to a fifth speed.
A first to third solenoid valves S1, S2, S3 for mainly setting the speed and the reverse speed; a linear solenoid valve SLU for controlling the lock-up clutch 1 and adjusting the supply pressure of the brake B0; A linear solenoid valve SLT for controlling the hydraulic pressure PL according to the throttle opening and a linear solenoid valve SLN for controlling the accumulator back pressure are provided.

An electronic control unit (T-ECU) 18 for controlling these solenoid valves is provided.
It consists of a central processing unit (CPU) and a storage element (R
OM, RAM) and an input / output interface. The signal from the input speed sensor to the automatic transmission At, the vehicle speed signal, the signal from the neutral start switch, the signal from the oil temperature sensor, the pattern selection A signal from a switch, a signal from an overdrive switch, a signal from a stop lamp switch, a signal from a transfer switch, and other signals are input. An electronic control unit (E-ECU) 19 for an engine is connected to the electronic control unit 18 so as to be able to perform data communication with each other. A signal from a throttle position sensor, a signal from a water temperature sensor, a signal indicating the temperature of the exhaust purification catalyst, and other signals are input to the engine electronic control device 19.

Electronic control unit 18 for the above automatic transmission
Controls the gear position to be set and the engagement / disengagement of the lock-up clutch 1 based on each input signal and a map stored in advance. A signal is output to execute the torque down control.

The engine Eg to which the above-described automatic transmission At is connected is an engine configured to perform a combustion stop control or a combustion state control by an ignition timing or a fuel injection amount by grouping a predetermined number of cylinders. One example is a V-type engine that performs the above control for each cylinder in the left and right banks. FIG. 5 is a diagram schematically showing the engine Eg, in which cylinders (not shown) of the left bank 20 and the right bank 21 are grouped as intake pipes 22 and 23, and each intake pipe is provided. The paths 22, 23 are provided with electronic throttle valves 24, 25 whose opening is controlled electrically. The exhaust ports (not shown) of the respective cylinders of the left and right banks 20 and 21 are connected to the exhaust manifold 2.
Exhaust pipes 28, 29 are connected via 6, 27. And each of those exhaust pipes 2
Exhaust gas purifying catalysts 30, 31 are interposed in 8, 29, respectively.

Further, the ignition timing, fuel injection amount and throttle opening of the cylinders in the left and right banks 20 and 21 are configured to be independently controllable from each other. ,
A left bank control engine computer 32 and a right bank control engine computer 33 are provided. Each of these engine computers 32, 33
The electronic control unit 18 is connected to the automatic transmission electronic control unit 18 in a data communicable manner, and the corresponding left and right exhaust gas purifying catalysts 30,
31 are input as data. The engine computers 32 and 33 control the ignition timing or the fuel injection amount in the corresponding left and right electronic throttle valves 24 and 25 and the corresponding cylinders in the right and left banks 20 and 21.

The above-mentioned engine Eg and automatic transmission At
In addition, in a vehicle equipped with the four-wheel drive transfer Tf, the operating state of the engine Eg is switched between a two-bank operation in which combustion is performed in all cylinders and a single-bank operation in which combustion is performed in one of the cylinders according to the traveling state. However, at the time of the bank switching, the bank switching control is executed so that the engine torque continues smoothly, that is, the output characteristics of the engine Eg are kept constant. In other words, even when the operation is switched from the one-bank operation to the two-bank operation, the engine torque is not doubled but maintained constant at the time of the switching. That is, each bank 20,
21 is provided with an individual intake and exhaust system,
The single-bank operation is performed in order to reduce the mechanical loss such as friction and improve fuel efficiency. Therefore, as shown in FIG. 6, a relatively small range TA1 to T1 of the accelerator opening TA is used.
In A2, one bank operation in which combustion is performed in one of the banks 20 and 21 is performed, and in that case, the bank 2 on the operated side is operated.
The throttle opening θ for 0 (or 21) is expanded to about twice as much as in the case of both-bank operation.

Therefore, the output torque of the engine Eg basically changes smoothly. In addition, when the one-bank operation is performed in this manner, the temperature of the exhaust purification catalyst 30 (or 31) on the inactive bank side gradually decreases. In order to maintain the activity, the bank to be operated is switched. When the circulation control of the exhaust gas is performed, the switching is performed at the same time. When the bank is switched during the one-bank operation and when the one-bank operation and the two-bank operation are switched, the throttle opening of each of the banks 20 and 21 is set so that the other opening corresponds to one opening. It is controlled by the coordinated control that adjusts, so that the engine output characteristics are kept constant. The above-described bank switching by the engine Eg is executed at the highest speed (the fifth speed) in which an upshift does not occur with a decrease in the throttle opening.

The four-wheel drive transfer Tf is connected to the output shaft 15 of the automatic transmission At, and includes a set of a planetary gear mechanism 34 for performing front and rear wheel differential and a differential including a multi-plate clutch. And a motion limiting clutch 35. The output shaft 15 of the automatic transmission At is connected to a carrier 36 of the planetary gear mechanism 34.
Are connected to a drive sprocket 38, and a ring gear 39 is further connected to a rear propeller shaft 40. The driven sprocket 4 that connects the drive sprocket 38 and the front propeller shaft 41
2 and a chain 43 is wound around. A differential limiting clutch 35 is provided between the carrier 36 and the sun gear 37.

Therefore, if the differential limiting clutch 35 is completely disengaged, the torque input from the carrier 36 causes the ring gear 39 and the sun gear 3
7, that is, the rear wheel side and the front wheel side. On the other hand, if the engagement force of the differential limiting clutch 35 is gradually increased, a part of the torque input from the carrier 36 is directly transmitted to the front wheels, so that the torque distribution ratio to the front and rear wheels changes. To control the differential limiting clutch 35 in this manner, a four-wheel drive hydraulic control device (4WD-hydraulic control device) 44 is provided. This hydraulic control device 44
A linear solenoid valve SLC that outputs a hydraulic pressure in accordance with an input electric signal is provided. The linear solenoid valve SLC controls a hydraulic pressure supplied to the differential limiting clutch 35 to control a differential limiting force, that is, a force applied to the front and rear wheels. The torque distribution ratio is adjusted.

Further, an electronic control unit (4WD-ECU) 45 for controlling the linear solenoid valve SLC is provided. The electronic control unit 45 includes a central processing unit (C) similarly to the electronic control units 18 and 19 described above.
PU), storage elements (ROM, RAM), and an input / output interface, and are connected to these electronic control devices 18 and 19 so as to be able to perform data communication, and perform calculations based on input data. The differential limiting force is controlled.

In FIG. 2, reference numeral 46 indicates a front differential, and reference numeral 47 indicates a front drive shaft.

As described above, the bank for performing combustion by the engine Eg is switched in accordance with the running state of the vehicle. This is because the automatic transmission At and the four-wheel drive transfer Tf are operating normally. Therefore, if an abnormality occurs in the automatic transmission At or the four-wheel drive transfer Tf, special control is required, and this is performed as follows.

FIG. 7 is a flowchart showing the control routine. First, signals such as the vehicle speed V, the throttle opening θ, and the shift position are read and input signal processing (step 1) is performed. Then drive as driving range (D)
It is determined whether or not a range has been selected (step 2). If a travel range other than the D range has been selected, the routine exits without performing any particular control.
That is, switching of banks is performed only when the highest speed stage is set, and therefore, the highest speed stage is not set outside the D range.

If an affirmative determination is made in step 2, it is determined whether or not the shift solenoid valves S1, S2, S3 for executing the shift of the automatic transmission At are normal (step 3). These solenoid valves S1, S2, S
3 is normal, then a linear solenoid valve SLU for controlling the lock-up clutch 1 and a linear solenoid valve SLU for controlling the accumulator back pressure.
Linear solenoid valve SLT for controlling the line pressure according to LN and throttle opening, linear solenoid valve SLC for controlling the differential limiting torque of differential limiting clutch 35
Are determined to be normal (step 4). These solenoid valves SLU, SLN, SLT, S
If the LC is functioning normally and a positive determination is made in step 4, normal bank switching control is executed (step 5).

Here, ordinary bank switching control will be briefly described. The above-described engine Eg performs single-bank operation, that is, combustion in cylinders in one of the banks 20 and 21 to reduce mechanical loss such as friction. When the influence of the vibration on the riding comfort due to the halving of the number of times of combustion per vehicle becomes significant, the two-bank operation is performed.
Therefore, the output characteristics of the engine Eg during the double-bank operation and the single-bank operation are basically constant.
Has been described with reference to FIG. In addition, during the single-bank operation, the exhaust purification catalyst 3 on the bank side in which combustion is stopped.
Since the temperatures 0 and 31 decrease, the bank that performs combustion (in other words, the combustion pause bank) is changed in order to prevent the temperature from falling below the activation temperature.

The switching of the bank includes such switching between the two-bank operation and the single-bank operation, and the switching of the combustion bank in the single-bank operation. In any of these cases, the throttle opening degrees of the left and right banks 20, 21 are controlled in cooperation with each other in order to prevent the output torque from changing stepwise before and after the bank switching. The cooperative control of the throttle valves 24, 25 for the left and right banks 20, 21 is described in Japanese Patent Application No. 5-315908, Japanese Patent Application No. 6-248878, or Japanese Patent Application No. 6-248788, which has already been proposed by the present applicant.
The cooperative control is not particularly related to the features of the present invention, and the description is replaced by the number of these earlier applications.

On the other hand, if a negative determination is made in step 3 or step 4 described above, that is, if there is an abnormality in any one of the solenoid valves, the process proceeds to step 6 and the bank switching control is prohibited. As described above, there are three modes of bank switching: switching from double bank operation to single bank operation, switching from single bank operation to both bank operations, and switching between right bank and left bank. However, in step 6, any of these bank switchings is prohibited. In this case, in the above-described bank-switchable engine, since both bank operation states are the most stable operation states, if the operation state at the time of making a negative determination in step 3 or step 4 is the one-bank operation state, once Alternatively, after switching to the both-bank operation, the bank switching may be prohibited and fixed to the both-bank operation. Alternatively, continue the one-bank operation and use the main switch (not shown).
May be turned off to stop the engine Eg, and then, when the engine Eg is operated again, the operation may be fixed to the two-bank operation.

In the above-described embodiment, when any one of the solenoid valves fails, the bank switching, that is, the change of the combustion deactivated cylinder is uniformly inhibited. However, the bank switching control is performed in accordance with the content of the failure. May be different. For example, if one-bank operation is performed only at the highest speed, the bank switching prohibition control should be executed only when it is determined that the shift valve for setting the highest speed has failed. It may be. Further, when any one of the linear solenoid valves fails, the change from the two-bank operation to the one-bank operation is prohibited, and in the one-bank operation state, the switching between the left and right banks may be executed. Alternatively, only the switching of the left and right banks may be prohibited.

Therefore, according to the above-described control device, when the actually set shift speed cannot be detected, when the shift cannot be performed normally, or when the lock-up clutch 1 cannot be released, etc. Since there is no switching of the combustion bank, it is possible to prevent the ride comfort from deteriorating and to improve the running stability.

That is, in the case of the engine which is switched between the two-bank operation and the one-bank operation so that the output characteristics become constant, the two-bank operation and the one-bank operation are performed only at the highest speed stage in order to prevent the ride quality from deteriorating due to vibration and noise. In some cases. If the above-described control is performed in a vehicle equipped with this type of engine, switching of the bank is prohibited in a state where the highest gear cannot be detected. Therefore, the one-bank operation is not performed at an inappropriate gear position, and the shift is not overlapped with the time when the torque in the transition period of the bank switching is unstable, and the automatic transmission At
In this way, it is possible to prevent the ride comfort from being deteriorated due to the failure.

Also, in an engine that performs bank switching control so that the output characteristics are constant, when switching between double-bank operation and single-bank operation, or when switching between banks to perform operation during single-bank operation. In some cases, the output torque of the engine becomes transiently unstable. Therefore, it is preferable that the bank switching (switching between both banks and one bank, and switching between one bank) and the shift do not overlap. More specifically, in an engine that performs bank switching so that the output characteristics become constant, the throttle opening degree for the bank that suspends operation or the bank that continues operation and the throttle opening degree for the bank that starts operation are determined. If the load fluctuates due to gear shifting during such cooperative control of the throttle opening, the throttle opening will not be properly controlled and the shock due to the fluctuation of the output torque will increase. . Therefore, cooperative control of the throttle opening may be performed after the shift is completed.
However, according to the above-described control, in a situation where the shift timing is shifted due to some kind of failure, the bank switching is not performed. As a result, the timing of the bank switching and the shift is overlapped, Deterioration of riding comfort due to this is prevented.

Further, since the engine torque may be transiently unstable at the time of bank switching as described above, control for temporarily releasing the lock-up clutch 1 of the torque converter 2 at the time of bank switching may be implemented. is there. When the bank is switched, exhaust gas recirculation (EG
R) control is performed, and the lock-up clutch 1
May be controlled to reduce shock.
Lockup clutch 1 accompanying such bank switching
If the release timing of the lock-up clutch 1 is deviated, the lock-up clutch 1 is engaged at the time of bank switching, but in the above-described control, the lock-up clutch 1 is released. If the timing cannot be controlled, bank switching is not performed, so that deterioration in riding comfort due to bank switching with the lock-up clutch 1 still engaged is prevented.

On the other hand, in a four-wheel drive vehicle equipped with a front and rear wheel differential limiting device, the running stability changes by changing the differential limiting force. If the unstable time and the change of the differential limiting force overlap, the fluctuation of the output torque due to the bank switching may affect the running stability. However, according to the above-described control, when the change of the differential limiting force cannot be performed as expected, the bank switching does not occur, so that the deterioration of the traveling stability is prevented.

The present invention can be applied not only to the engine capable of switching banks but also to a variable cylinder engine in which the number of combustion cylinders is reduced in order to increase the relative load on the combustion cylinders. In that case, the automatic transmission A
In response to the determination of t or the failure of the four-wheel drive transfer Tf, the operation state of the engine Eg at the time of the determination, that is, the engine Eg may be controlled to be fixed to the full cylinder operation or the partial cylinder operation. Alternatively, when the partial cylinder operation is being executed at the time of the determination, control may be performed so that the operation is temporarily switched to the all-cylinder operation and then fixed to the all-cylinder operation. Further, when the partial cylinder operation is permitted only at the highest speed, control may be performed so as to prohibit the switching of the combustion cylinder only when the failure of the shift valve for setting the highest speed is determined. .

That is, in this type of so-called variable cylinder engine, the output torque decreases during partial cylinder operation in which the number of combustion cylinders is reduced, and increases during all cylinder operation in which combustion is performed in all cylinders. Therefore, when a change in output torque due to a change in the number of combustion cylinders and a change in output torque or load based on other factors overlap, the output torque is smoothly changed in accordance with a plurality of change factors of the operating state. Difficulties and, consequently, shock. Therefore, in this type of variable cylinder engine, as in the case of the above-described bank-switchable engine, the control to prohibit the change of the combustion paused cylinder when a failure is determined is performed, thereby improving the riding comfort and running stability. It can be maintained in a good state.

In a four-wheel drive vehicle equipped with the above-described variable cylinder engine, when partial cylinder operation is performed with the differential limiting force of the front and rear wheels kept large, tight corner braking occurs due to a decrease in output torque. May be noticeable. However, if the above-described control is performed, the combustion cylinder does not change in a state in which it is not possible to detect that the differential limitation is being performed, so that it is possible to prevent inconvenience such as a remarkable tight corner braking phenomenon. it can.

That is, even in the case of a vehicle equipped with such a so-called variable-cylinder engine, the change of the combustion-disabled cylinder causing the fluctuation of the torque is caused by the automatic transmission At.
It does not occur in the failed state of the four-wheel drive transfer Tf, so that it is possible to prevent the riding comfort and running stability from deteriorating.

In the above embodiment, an example is shown in which the automatic transmission At and the four-wheel drive transfer Tf are provided as the power transmission switching device. However, the present invention is not limited to the above embodiment. The power transmission switching device may be a device provided with only one of the automatic transmission At and the four-wheel drive transfer Tf. Further, in the above-described embodiment, an example in which the failure of the power transmission switching device is determined as the failure of the solenoid valve has been described. However, any means can be used as the failure determination means as needed. Further, the present invention can be applied to a control device for a vehicle equipped with an automatic transmission having a gear train other than the gear train shown in FIG.

[0044]

As described above, according to the control device of the present invention, the combustion pause bank is changed or increased or decreased in order to reduce mechanical loss such as friction in the engine, or the relative load on the combustion cylinder is increased. Since the control for increasing or decreasing the number of cylinders in which combustion is stopped is not executed when a power transmission switching device such as an automatic transmission or a four-wheel drive transfer fails, a transient unstable state of the output torque due to a change in the cylinder in which combustion is stopped or a predetermined value is determined. The specific operating state of the engine due to the stop of combustion in the cylinders of the cylinders can be prevented from affecting the running or behavior of the vehicle due to the mismatch with the operating state of the power transmission switching device. it is possible to maintain stability in a good good greens state.

[Brief description of the drawings]

FIG. 1 is a block diagram schematically showing the present invention by functional means.

FIG. 2 is a block diagram schematically showing one embodiment of the present invention.

FIG. 3 is a skeleton diagram showing a gear train of the automatic transmission.

FIG. 4 is a diagram showing an engagement operation table of a friction engagement device for setting each shift speed.

FIG. 5 is a block diagram schematically showing a supply / exhaust system and a control system of a V-type engine capable of switching banks.

FIG. 6 is a diagram schematically showing a change in throttle opening and a change in output torque for one of the banks in accordance with the switching of the banks.

FIG. 7 is a flowchart showing an example of a routine for bank control at the time of a failure of the power transmission switching device according to the present invention.

[Explanation of symbols]

 REFERENCE SIGNS LIST 100 engine 101 power transmission switching device 102 fail determination means 103 prohibition means

──────────────────────────────────────────────────続 き Continued on the front page (58) Fields surveyed (Int. Cl. ⁷ , DB name) F02D 29/00 F02D 17/02 F16H 61/12 B60K 41/02-41/18

Claims (1)

(57) [Claims] To 1. A output possible engine modifications combustion halted cylinder which includes a release of combustion pause, a control device for a vehicle in which the power transmission switching device are connected to transmit a power outputted from the engine to the wheels In the above, there is provided a failure judging means for judging a failure of the power transmission switching device, and a prohibiting means for prohibiting a change of a combustion stop cylinder in the engine when a failure of the power transmission switching device is determined. A control device for a vehicle, comprising: