JPH10166905A - Vehicle controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle controller through which any shift shock attributable to an overlap between vehicle's shift control and turning behavioral stabilization control is adequately prevented from occurring. SOLUTION: When a fact that an automatic transmission is in shifting is judged by a judging means 164 during gearshifting drive as well as when it is so judged that a turning behavioral stabilization control starting condition is materialized in a turning behavioral stabilization control starting means 166, output control of an engine 10 by a turning behavioral control means 158 is prohibited by a shifting motor output control prohibiting means 168, while braking force control is allowed, and thereby, since any output variation in a motor by the turning behavioral control means 158 is thus prevented in a shift period, any possible shift shock attributable to an overlap between shift control and turning behavioral stabilization control is adequately prevented from occurring.

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 a prime mover and an automatic transmission of a vehicle.

[0002]

2. Description of the Related Art Running with low road friction resistance, running at high vehicle speeds,
During an emergency avoidance operation or the like, an unstable situation exceeding the lateral grip limit of the wheels may occur during the turning behavior of the vehicle. As an unstable situation,
For example, the rear wheel loses grip relative to the front wheel, resulting in an oversteering tendency indicating an excessive turning angle (spin) with respect to the steering angle, or the front wheel loses grip relative to the rear wheel. This may cause an understeer tendency indicating an excessively small turning angle with respect to the operation angle.

On the other hand, when the turning behavior of a vehicle becomes unstable, a turning behavior stabilizing control device for stabilizing the turning behavior of the vehicle by controlling the braking force of the vehicle or the output of a motor is proposed. Have been. Such a device is also referred to as, for example, a VSC (Vehicle Stability Control) system or a VSC control device. If it is determined that the vehicle state has an oversteer tendency or an understeer tendency, the output of the prime mover is reduced. With
A braking force is applied to the front wheel or the rear wheel or a part thereof to generate an oversteer suppression moment or an understeer suppression moment, thereby stabilizing the turning behavior of the vehicle. For example, the apparatus described in Japanese Patent Application Laid-Open No. 8-142715 is such a device.

[0004]

By the way, in a vehicle equipped with a stepped automatic transmission using the above-mentioned VSC control device, for example, an automatic transmission based on an actual running state of the vehicle is obtained from a preset shift diagram. Even during a shift in which the transmission gear is automatically switched, the engine side control for closing the throttle valve and reducing the engine output is executed.
When the shift execution period and the turning behavior stabilization control period by the VSC control device overlap, the torque of the prime mover may be changed during the shift execution period, and a shift shock may occur.

[0005] For example, when the engagement of the hydraulic friction engagement device for achieving a predetermined gear stage has already been started at the time of shifting, and the torque generated by the engagement has been generated, the output torque of the prime mover is output from the VSC control device. When the command to decrease the output is issued, the torque generated by the start of engagement of the hydraulic friction engagement device up to that time is suddenly canceled, and the rotation member generated by the start of engagement of the hydraulic friction engagement device is released. Shift shock is caused by the sudden return of the change in rotation.

The present invention has been made in view of the above circumstances, and an object thereof is to appropriately prevent a shift shock caused by an overlap between a vehicle shift control and a turning behavior stabilization control. It is to provide a control device for a vehicle.

[0007]

SUMMARY OF THE INVENTION A first aspect of the present invention for achieving the above object is to provide a shift control means for switching a speed ratio of an automatic transmission based on a running state of a vehicle, If the turning behavior of becomes unstable,
A turning behavior control means for controlling the braking force of the vehicle or the output of the prime mover to stabilize the turning behavior of the vehicle, comprising: (a) whether the automatic transmission is shifting gears; And (b) prohibiting output control of the prime mover by the turning behavior control means when it is determined that the automatic transmission is shifting gears. And a power output control prohibiting means during shifting which permits braking force control.

[0008]

According to the first aspect of the present invention, when the shift determining unit determines that the automatic transmission is shifting, the motor output control prohibiting unit during shifting determines that the prime mover is controlled by the turning behavior control unit. The output control of the motor is prohibited and the braking force control is permitted, so that a change in the output of the prime mover by the turning behavior control means is prevented during the shift period. The shifting shock which occurs is suitably prevented.

[0009]

According to a second aspect of the present invention, there is provided a shift control device for switching a speed ratio of an automatic transmission based on a running state of a vehicle. And a turning behavior control means for controlling the braking force of the vehicle or the output of the prime mover to stabilize the turning behavior of the vehicle when the turning behavior of the vehicle becomes unstable. (A) a turning behavior stabilization control determining means for determining whether or not the turning behavior stabilization control is being performed by the turning behavior control means; and (b) the turning behavior is determined by the turning behavior stabilization control determining means. When it is determined that the turning behavior stabilization control is being performed by the behavior control means, and when the start of the shift control by the shift control means is determined, the output torque of the prime mover is changed at the time of starting the shift of the automatic transmission. For the value of A prime mover output fixing means for permitting the braking force control is fixed to a value in the range is to include.

[0010]

In this way, when the turning behavior stabilizing control determining means determines that the turning behavior stabilizing control is being performed by the turning behavior controlling means, the shift control by the shift control means is performed. When the start of the automatic transmission is determined, the output torque of the prime mover is fixed to a value within a predetermined range with respect to the value at the time of starting the shift of the automatic transmission by the prime mover output fixing means, and the braking force control is permitted. Accordingly, the output of the prime mover is prevented from being changed by the turning behavior control means during the shift period, so that the shift shock caused by the overlap between the shift control and the turning behavior stabilizing control is suitably prevented.

[0011]

According to a third aspect of the present invention, there is provided a shift control device for switching a speed ratio of an automatic transmission based on a running state of a vehicle. And a turning behavior control means for controlling the braking force of the vehicle or the output of the prime mover to stabilize the turning behavior of the vehicle when the turning behavior of the vehicle becomes unstable. Therefore, when the control of the turning behavior control means and the control of the shift control means overlap, the output change of the prime mover is limited, and which of the control of the turning behavior control means and the control of the shift control means is started first is determined. And a motor output change limiting means for changing the output change limited state of the motor in accordance with the following.

[0012]

According to the third aspect of the invention, when the control of the turning behavior control means and the control of the speed change control means are overlapped by the motor output change limiting means, the output change of the motor is limited, and Since the output change restriction state of the prime mover is changed according to which of the control of the turning behavior control means and the control of the shift control means is started first, a shift shock caused by an overlap between the shift control and the turning behavior stabilization control is preferable. Is prevented.

[0013]

Another aspect of the present invention, in the first invention, preferably, the shift-in-progress determining means includes, during a shift of the automatic transmission, a release of a release-side hydraulic friction engagement device and an engagement-side hydraulic pressure. It is determined whether or not the clutch-to-clutch shift, which is repeatedly executed simultaneously with the engagement of the frictional engagement device, is being performed. When the medium determining means determines that the clutch-to-clutch shift is being performed, the turning behavior control means prohibits the output control of the prime mover and permits the braking force control. In the above-described clutch-to-clutch shift, the shift progresses through a period in which the disengagement side hydraulic friction engagement device and the engagement side hydraulic friction engagement device have torque at the same time due to their slip. Is required, and the change in engine torque has a severe effect on the shift shock.
Since the output control of the prime mover is prohibited by the turning behavior control means by the prime mover output control prohibiting means during the shift, the shock suppressing effect becomes remarkable.

Further, in the first invention, preferably, the hydraulic friction engagement device which is directly pressure-controlled is not connected to the accumulator, and the engagement pressure control valve for directly controlling the engagement oil pressure is provided. The shifting-time determining means is provided for determining whether or not shifting is being performed by operating a hydraulic friction engagement device in which an engagement hydraulic pressure is directly controlled by the engagement pressure control valve. The shifting motor output control prohibiting means is executed by the operation of a hydraulic friction engagement device in which the engaging hydraulic pressure is directly controlled by the engaging pressure control valve by the shifting gear determining means. When it is determined that the shift is being executed, the output control of the prime mover by the turning behavior control means is prohibited, and the braking force control is permitted. In the shift by the direct pressure control, the change in the engine torque has a severe effect on the shift shock, but the output control of the prime mover by the turning behavior control means is prohibited by the prime mover output control prohibiting means during the shift. In addition, the shock suppressing effect becomes remarkable.

In the second invention, preferably, there is provided a shift control start determining means for determining a start of a shift control by the shift control means, and the motor output fixing means is a turning behavior stabilizing control determination means. When it is determined that the turning behavior stabilizing control is being performed by the turning behavior control means, the shift control start determining means determines that the shift control by the shift control means has been started. The output torque is fixed to a value within a predetermined range with respect to the value at the time of the shift start determination, and the braking force control is permitted.

In the second aspect of the present invention, preferably, the shift control start determining means includes a step of disengaging a disengagement-side hydraulic friction engagement device and a step of engaging-side hydraulic friction engagement during a shift of the automatic transmission. It is determined whether or not the engagement of the device is the start of a clutch-to-clutch shift that is repeatedly executed in the same period. The motor output fixing means includes a clutch-to-clutch When it is determined that the shift has started, the output torque of the prime mover is fixed to a value within a predetermined range with respect to the value at the time of the shift start determination, and the braking force control is permitted. In the above-described clutch-to-clutch shift, the shift progresses through a period in which the disengagement side hydraulic friction engagement device and the engagement side hydraulic friction engagement device have torque at the same time due to their slip. The change in engine torque has a severe effect on the shift shock. However, the output torque of the prime mover is fixed by the prime mover output fixing means, and the output torque change is prevented. The effect becomes remarkable.

Further, in the second invention, preferably, the hydraulic friction engagement device which is directly pressure-controlled is not connected to the accumulator, and the engagement pressure control valve for directly controlling the engagement oil pressure is provided. The shift control start determining means is provided for determining whether or not a shift is started by an operation of a hydraulic friction engagement device in which an engagement oil pressure is directly controlled by the engagement pressure control valve. The motor output fixing means includes a shift control start determining unit configured to control a shift executed by an operation of a hydraulic friction engagement device in which an engagement oil pressure is directly controlled by the engagement pressure control valve. When it is determined that the start is started, the output torque of the prime mover is fixed, and the braking force control by the turning behavior control means is permitted. In the shift by the direct pressure control, the change in engine torque has a severe effect on shift shock. However, the output torque of the prime mover after the shift is started is fixed by the prime mover output fixing means, so that the shock suppression effect is obtained. Is remarkable.

[0018]

DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described below in detail with reference to the drawings.

FIG. 1 is a skeleton view showing an example of an automatic transmission for a vehicle, which is controlled by a shift electronic control unit 78 in an embodiment of the present invention. In the figure, an output of an engine 10 is input to an automatic transmission 14 via a torque converter 12 and transmitted to driving wheels via a differential gear device and an axle (not shown).

The torque converter 12 is used for the engine 1
Pump wheel 18 connected to the crankshaft 16 and the turbine wheel 2 connected to the input shaft 20 of the automatic transmission 14.
2, a lock-up clutch 24 directly connecting 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 a reverse gear and four forward gears. The first transmission 30 includes an HL planetary gear unit 34 including a planetary gear P0 rotatably supported by the sun gear S0, the ring gear R0, and 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 clutch B0 is provided between the sun gear S0 and the housing 41.

The second transmission 32 has a first planetary gear unit 36 comprising a sun gear S1, a ring gear R1, and a planet gear P1 rotatably supported by the carrier K1 and meshed with the sun gear S1 and the ring gear R1.
, Sun gear S2, ring gear R2, and carrier K
2, a second planetary gear set 38 comprising a planet gear P2 rotatably supported by the sun gear S2 and the ring gear R2, and a sun gear rotatably supported by the sun gear S3, the ring gear R3, and the carrier K3. And S3 and a third planetary gear set 40 including a planetary 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. Further, a 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 S3 are provided.
A clutch C2 is provided between the clutch shaft 2 and the intermediate shaft 44. A band-type brake B1 for stopping 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 housing 41 and the sun gear S1 and the sun gear S2.
And a 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 reversely rotate in the direction opposite 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 between the ring gear R3 and the housing 41 in parallel. This one-way clutch F
2 is configured to be engaged when the ring gear R3 attempts to rotate in the reverse direction.

In the automatic transmission 14 configured as described above, for example, according to the operation table shown in FIG. 2, the automatic transmission 14 is switched to one of the first reverse gear and the five forward gears having sequentially different speed ratios. In FIG. 2, a circle indicates an engaged state, a blank indicates a released state, and a solid circle indicates an engaged state during engine braking. As is clear from FIG. 2, the brake B3 is adapted to be engaged when shifting from the first gear to the second gear.

As shown in FIG. 3, a throttle valve 56 driven by a throttle actuator 54 based on an operation amount of an accelerator pedal 50 detected by an accelerator operation amount sensor 52 is provided in an intake pipe of the engine 10 of the vehicle.
Is provided. Also, the rotation speed N _E of the engine 10
Engine speed sensor 58 for detecting the
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 intake air
2, a throttle sensor 64 for detecting the opening degree θ _TH of the throttle valve 56, a vehicle speed sensor 66 for detecting the rotational speed N _OUT of the output shaft 42, that is, a vehicle speed V, and a cooling water temperature sensor for detecting a cooling water temperature T _W of the engine 10. 68, brake switch 70 for detecting the operation of the brake, shift lever 7
2, an operating position sensor 74 for detecting the operating position P _SH , a clutch C0 rotation sensor 73 for detecting the rotational speed N _C0 of the input shaft 20, ie, the clutch C0, and an oil temperature sensor for detecting the operating oil temperature T _OIL of the hydraulic control circuit 81. 75 and the like, and from those 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 coolant temperature T _W , brake operation state BK, shift lever 72 operating position P _SH , rotation speed of clutch C0 A signal representing N _C0 and the operating oil temperature T _OIL is supplied to the engine electronic control unit 76 or the shift electronic control unit 78.

The engine electronic control unit 76 includes a CPU,
This is a so-called microcomputer having a RAM, a ROM, and an input / output interface. The CPU processes input signals in accordance with a program stored in the ROM in advance while using the temporary storage function of the RAM, and executes various engine controls. For example, a fuel injection valve 79 is controlled for fuel injection amount control, an igniter 80 is controlled for ignition timing control, a bypass valve (not shown) is controlled for idle speed control, and a throttle actuator is controlled for traction control. The 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 so that signals necessary for one of them are appropriately transmitted from the other. .

The electronic control unit 78 for shifting is also a microcomputer similar to the above, and the CPU processes input signals in accordance with a program stored in the ROM in advance while utilizing the temporary storage function of the RAM. Of each solenoid valve or linear solenoid valve. For example,
The shift electronic control unit 78 determines the opening θ of the throttle valve 52.
_The linear solenoid valve SLT for generating the throttle pressure P _TH corresponding to the _TH , the linear solenoid valve SLN for controlling the accumulation back pressure, the engagement / disengagement of the lock-up clutch 24, the slip amount, and the brake. The linear solenoid valve SLU is driven to control the direct control of B3 and the shift of the clutch-to-clutch.
Further, the shift electronic 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 shift diagram stored in advance, and determines the determined gear position and The solenoid valve S1,
When S2 and S3 are driven to generate an engine brake, the solenoid valve S4 is driven.

The vehicle includes a yaw rate sensor 83 for detecting a yaw rate, an acceleration sensor 84, a steering angle sensor 8
5. A wheel rotation speed sensor 86 is provided. From these sensors, a rotation angular velocity (yaw rate) ω _{Y of} the vehicle body around a vertical axis, a longitudinal acceleration G of the vehicle body, a steering angle θ _W of the steering wheel, Wheel rotation speed N _{W1 to} N
A signal representing _W4 is supplied to the VSC electronic control unit 82. This VSC electronic control unit 82 also
A microcomputer similar to the above, in which the CPU processes an input signal in accordance with a program stored in the ROM in advance while utilizing the temporary storage function of the RAM, drives the throttle valve 56 via the throttle actuator 54, and A solenoid valve (not shown) provided in the booster actuator 87 is driven to control the brake hydraulic pressure of each 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 necessary. The VSC electronic control unit 82 is also communicably connected to the engine electronic control unit 76 and the shift electronic control unit 78, and a signal necessary for one is appropriately transmitted from the other. .

The shift lever 72 has a mechanism for rotating the shift lever 72 in the front-rear direction and the left-right direction so as to be operated to the position shown in FIG. 4, for example, P, R, N, D, 4, 3, 2, L. Have been.

FIGS. 5 and 6 show the main part of the hydraulic control circuit 81. FIG. In FIGS. 5 and 6, the 1-2 shift valve 88 and the 2-3 shift valve 90 are provided with an electromagnetic valve S1,
A switching valve that is switched based on the output pressure of S2 at the time of shifting from the first gear to the second gear and at the time of shifting from the second gear to the third gear,
The numerical value indicating the switching position indicates the gear position. The forward range pressure P _D is determined by the shift lever 72 when the forward range (D,
4,3,2, a pressure that is generated from the manual valve (not shown) when being operated to L), pressurized to be higher according to the throttle valve opening theta _TH by a not-shown line pressure regulating valve regulating It has been a source pressure of the line pressure P _L that.

When a shift output for switching from the first gear to the second gear is output, the forward range pressure P
_D is supplied to the brake B3 via a 1-2 shift valve 88, a 2-3 shift valve 90, an oil passage L01, a B3 control valve 92, and an oil passage L02. Reference numeral 94 denotes a damper for buffering. When a shift output for switching from the second gear to the third gear is output, the forward range pressure P _D becomes
Through the 2-3 shift valve 90 and the oil passage L03, the brake B2
And at the same time as being supplied to the B2 accumulator 100, the hydraulic oil in the brake B3 is supplied to the oil passage L02, the B3 control valve 92, the oil passage L01, the 2-3 shift valve 90, the return oil passage L04, and the 2-3 timing valve 98. , And is rapidly drained through a branch oil passage L05 branching from a return oil passage L04 and a B2 orifice control valve 96.

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

The B3 control valve 92 is connected to the oil passage L0.
Spool valve element 104 that opens and closes between valve 1 and oil passage L02
And the same as the spool valve element 104 with the spring 106 interposed.
Provided at the center and having a diameter larger than that of the spool valve element 104.
The plunger 108 and the spring 106 are housed therein,
When the 2-3 shift valve 90 is switched to the third speed side
Forward range pressure P output from it_DVia oil passage L07
Oil chamber 110 and shaft end of plunger 108
The output pressure P of the linear solenoid valve SLU _SLUTo
And a receiving oil chamber 112. Therefore, B3
In the process of establishing the second gear, the control valve 92
Output pressure P of linear solenoid valve SLU_SLUAccording to spoo
Position the valve valve 104 in the open position shown on the left side of the center line.
Perform the first fill early on and then
Supply the hydraulic oil from the oil passage L01 to the 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 Equation 1, the output pressure P_SLUBased on accumulator
Pressure directly, as in the buffering effect of Said lini
The solenoid valve SLU has an output pressure P_SLUIs electronic for shifting
Supplied from control device 78 to linear solenoid valve SLU
According to command value DSLU (drive duty ratio: unit is%)
Equation 1 shows that
As shown, the engagement pressure P in the brake B3_B3And Liniyasore
Output pressure P of the solenoid valve SLU_SLUAre proportional to each other
Therefore, the command value DSLU and the brake B3
Combined pressure P_B3Corresponds uniquely. Equation 1
And S₁ And S_Two Is plunger 108 and spoo
This is a cross-sectional area of the valve element 104.

[0035]

[ _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 and at the same time discharge oil passage L06 and drain
A spool valve 114 that opens and closes between the
Attach the pool valve 114 toward the first drain position.
The spring 116 to be urged and the shaft end of the spool valve 114
And the output pressure P of the third solenoid valve S3_S33-4 shifts
And an oil chamber 120 which receives the oil through a valve 118.
You. As a result, the third solenoid valve S3 can be used, for example, during a 3 → 2 shift.
Is turned on and its output pressure P_S3Supplied to oil chamber 120
The spool valve 114 prevents the brake
B2 and between B2 accumulator 100 and oil passage L03
Open between them brake B2 and B2 accumulate
Fur that quickly discharges hydraulic oil from the
Stodrain operation is performed. Also in 1 → 2 shift
Indicates that the third solenoid valve S3 is turned off and its output pressure
P _S3Is supplied to the oil chamber 120 so that the B3 control
Operation discharged from the pressure regulating operation of the roll valve 92
A discharge oil passage L06 for discharging 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, the discharge oil passage L06 and the drain port 1
13 is closed by closing B3 control valve
The pressure regulation operation of 92 is stopped.

The 2-3 timing valve 98 is involved in the shift 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-
3 timing valve 98, 2 → 3 forward range pressure P _D is output from the 2-3 shift valve 90 when the shift is outputted 3-4 shift valve 118 and the solenoid relay valve 122
The supply port 124, the drain port 126, and the oil passage L04, which are supplied through the brake B3, are connected to the supply port 124 or the drain port 126.
Spool valve 128 that regulates the pressure P _B3 during the drain period of
And a first concentrically provided with a spool valve element 128 via a spring 130 and having the same diameter as the spool valve element 128.
The plunger 132 and the spool valve element 128 are provided concentrically with the spool valve element 128 so as to be in contact with one end thereof.
A second plunger 134 having a diameter larger than 28, houses a spring 130, an oil passage L08 to the forward range pressure P _D is output therefrom when the 2-3 shift valve 90 is switched to the second speed side And an oil chamber 138 provided at the shaft end of the first plunger 132 for receiving the output pressure P _SLU from the linear solenoid valve SLU.
And an oil chamber 140 provided at the shaft end of the second plunger 134 for receiving the hydraulic pressure P _B2 in the brake B2 and a feedback oil chamber 142 for receiving the feedback pressure.

Therefore, the sectional area of the spool valve element 128 and the first plunger 132 is S ₃ ,
8, the land area on the second plunger 134 side is S ₄ ,
When the cross-sectional area of the second plunger 134 and S _5, 2 → 3
Brake B in the release process when the gearshift output is output
According to the pressure adjusting operation of the 2-3 timing valve 98, the pressure P _B3 of the third embodiment decreases according to the increase of the engagement pressure P _B2 of the brake B2 from the expression 2, and the output pressure P _B of the linear solenoid valve SLU.
_The pressure is adjusted to increase according to the _SLU .

[0039]

## EQU2 ## P _B3 = P _{SLU .S 3} / (S ₃ −S ₄ ) −P _{B2.
S 5 / (S 3 -S 4} )

Further, the 2-3 timing valve 98, when the forward range pressure P _D output from the 2-3 shift valve 90 is switched to the second speed side is supplied to the oil chamber 136, the spool valve The child 128 is locked. This is also the oil chamber 138 of the 2-3 timing valve 98 and B
Since the oil chamber 112 of the third control valve 92 is connected, the change in the volume of the oil chamber 138 of the 2-3 timing valve 98 is prevented in the first speed and the second speed, and the B3 control valve 92 is closed. This is so as not to affect the pressure regulation operation.

[0041] C0 exhaust valve 150 in accordance with the hydraulic pressure in the output pressure P _S3 and the oil passage L01 of the third solenoid valve S3 is brought into the closed position, the output pressure P _S4 of the fourth solenoid valve S4
Accordance with the spool 152 is caused to position to the open position, the line pressure P _L supplied via it when the 4-5 shift valve (not shown) is in switching state of the following fourth speed, the second speed And clutch C at times other than the fifth speed
0 and the C0 accumulator 154.

In the hydraulic control circuit 81, for example, 1 →
When the second shift is determined and a shift output for achieving the second speed is output, the 1-2 shift valve 88 is switched from the first speed side to the second speed side. Thus, the hydraulic fluid of the forward range pressure P _D is, the 1-2 shift valve 88,2-3 shift valve 90 is supplied to the oil passage L01, via the B3 control valve 92 in the brake B3, the engagement of the brake B3 Be started. In such a shift period of 1 → 2 shift, B3
Using the control valve 92, the engagement pressure P in the brake B3
By directly controlling the _B3, it was rapidly increased to a value for mating engagement the friction material is pre-determined engagement pressure P _B3 of the brake B3, is held thereafter for the predetermined holding time,
Control is performed to continuously increase the speed at a predetermined speed and to set the maximum value at the completion of the shift. B3 control valve 92
Is controlled in accordance with the output pressure P _{SLU of} the linear solenoid valve SLU, that is, the command value (drive duty ratio) DSLU to the linear solenoid valve SLU.

Also, for example, clutch-to-clutch shifting
Is determined to achieve the third gear.
Is output, the 2-3 shift valve 90 is activated.
The second speed side is switched to the third speed side. This
Of the brake B3, which is a release-side hydraulic friction engagement device.
Hydraulic oil is B3 control valve 92, oil passage L01, 2-
3 shift valve 90, oil passage L04, 2-3 timing valve 98
And the forward range pressure P_DIs 2-
Hydraulic friction on the engagement side via 3 shift valve 90 and oil passage L03
It is supplied to the brake B2, which is a combined device. Such 2
→ Functions as an engagement pressure regulating valve during the 3rd shift period
Engagement in brake B3 using B3 control valve 92
Pressure P_B3By directly controlling the brake B3
Engagement pressure P _B3Is a predetermined rapid drop value P_DRapid low
And its rapid drop value P_DOnly for a given retention period
Is maintained and continuously reduced at a predetermined reduction rate ΔP.
At the completion of the shift, control for setting the atmospheric pressure is executed. simultaneous
And the engagement pressure P in the brake B2_B2Is the accumulator 1
00 at a predetermined speed by the action of
When the pressure accumulating operation of the accumulator 100 ends, the speed rapidly increases to the maximum value.
It is boosted. At this time, for example,
P_D, The holding period or the decrease rate ΔP is changed by the above-mentioned 2 → 3 change.
The engine speed is temporarily increased during the
Overshoot amount or the output shaft torque of the automatic transmission 14.
The tie-up amount, which is a temporary drop of the
It is corrected by learning so as to be within the target range.

FIG. 7 is a functional block diagram for explaining a main part of a control function of the VSC electronic control unit 82 and the like. In the drawing, when the turning behavior of the vehicle becomes unstable, the turning behavior control means 158 controls the braking force of the vehicle via a braking device 160 including the hydro booster actuator 87, or controls the throttle actuator 54. The engine output is controlled by changing the throttle valve 56 via the throttle valve, thereby suppressing the skid of the wheels and stabilizing the turning behavior of the vehicle. For example, the turning behavior control means 158 determines that the slip angle β between the traveling direction of the vehicle body and the traveling direction of the center of gravity of the vehicle is larger than the set slip angle, and the changing speed dβ / dt of the slip angle β is larger than the set slip angular speed. In this case, it is determined that the vehicle is in an oversteer tendency, and the front wheel on the outside of the turn is braked according to the tendency to generate an oversteer suppression moment, thereby stabilizing the turning behavior, and at the same time, the vehicle speed is controlled by the braking force. To increase vehicle stability. Also, the turning behavior control means 158 determines that the vehicle running condition is in the understeer tendency based on the yaw rate omega _Y actual vehicle falls below the target yaw rate is set from the steering angle theta _W and the vehicle speed V, the For example, as shown in FIG. 8, the turning behavior of the vehicle is stabilized by suppressing the engine output in accordance with the understeering tendency and applying a braking force to the rear wheels to generate an understeering suppression moment.

The shift control means 162 calculates the actual vehicle speed V and throttle valve opening from a well-known shift diagram represented on two-dimensional coordinates composed of, for example, a vehicle speed axis and a throttle valve opening (engine load) axis. A shift determination is performed based on θ _TH, and a shift output for realizing the determined shift is output to the solenoid valves S1, S2, and S3.

The shift determining means 164 determines whether or not the automatic transmission 14 is performing a shift, that is, whether or not the shift is being controlled by the shift control means 162, for example, based on the shift output of the shift electronic control unit 78 and the actual gear ratio. Is determined based on Preferably, the shift determination unit 164 is a clutch-to-clutch shift in which the shift progresses through a period in which the brakes B3 and B2 simultaneously have torque due to slippage of the brake B3 and 2-3.
Brake B during gear shifting or direct pressure control during gear shifting
It is determined that the 1-2 shift in which the engagement pressure of No. 3 is controlled is being performed.

Turning behavior stabilization control start determining means 166
Determines the start of the turning behavior stabilization control by the turning behavior control means 158 based on, for example, the turning behavior stabilization control start condition or the output of the VSC electronic control device 82.

The shifting motor output control inhibiting means 168
When it is determined that the automatic transmission 14 is shifting gears by the shifting gear determining means 164, the turning behavior control means 1 is determined by the turning behavior stabilization control start determining means 166.
When it is determined that the turning behavior stabilizing control by the engine 58 is started, while the starting condition of the turning behavior stabilizing control is satisfied, the engine 1 is controlled by the turning behavior control means 158.
The output control of 0 is prohibited and the braking force control is permitted.

FIG. 9 is a flowchart for explaining the main part of the control operation by the VSC electronic control unit 82 and the like.
Note that the turning behavior control means 158 and the shift control means 16
2 are well known, and therefore, a flowchart describing those operations is omitted.

In FIG. 9, a well-known input signal processing such as reading of an input signal is executed in step (hereinafter, step is omitted) SA1. Then, SA2
It is determined whether the automatic transmission 14 is shifting gears, for example, whether the gear ratio of the automatic transmission 14 has reached the gear ratio after gear shifting, or a gearshift end signal from the gearshift electronic control device 78. Is determined based on whether or not is output. If the determination in SA2 is affirmative, it is determined in SA3 whether the shift is a 2-3 shift, which is a clutch-to-clutch shift, or a 1-2 shift, in which the engagement pressure is controlled by direct pressure control. .

If the determination of either SA2 or SA3 is denied, no problem arises due to the overlapping execution of the turning behavior stabilization control operation and the shift control operation, so that the turning behavior control means 158 is provided. In the corresponding SA4, the normal turning behavior stabilization control that does not suppress the output change of the engine 10 is executed as shown in FIG. 8, for example, but if both SA2 and SA3 are affirmed, the turning behavior stabilization is performed. In order to suppress the shift shock caused by the overlap between the control operation and the shift control operation, SA5 and below are executed. In this embodiment, SA2 and SA3 correspond to the in-shift determining means 164.

The turning behavior stabilization control start determining means 16
In SA5 corresponding to 6, the turning behavior stabilization control starts, for example, whether the turning behavior stabilization control start condition is satisfied, or the turning behavior stabilization control output is output from the VSC electronic control device 82. It is determined based on whether or not there is. If the determination at SA5 is denied, this routine is terminated because there is no overlap between the turning behavior stabilization control operation and the shift control operation. However, if the determination is affirmative, the output control of the prime mover during shifting is performed. SA6 and SA7 corresponding to the prohibition unit 168 are executed. This SA6
In, the output torque reduction control of the engine 10 for stabilizing the turning behavior is prohibited, and in SA7, the braking control for stabilizing the turning behavior is executed.

As described above, according to this embodiment, the automatic transmission 1 is determined by the in-shift determining means 164 (SA2, SA3).
When it is determined that the shift is being performed, the engine output control prohibiting means during shifting is determined when it is determined in SA5 corresponding to the turning behavior stabilization control starting means 166 that the turning behavior stabilization control start condition is satisfied. 168 (SA6, SA7)
As a result, the output control of the engine 10 by the turning behavior control means 158 is prohibited and the braking force control is permitted, so that a change in the output of the prime mover by the turning behavior control means 158 is prevented during the shift period. Shift shock caused by overlapping with turning behavior stabilization control is suitably prevented.

Further, according to the present embodiment, the shifting determination means 164 (SA2, SA3) determines whether or not the automatic hydraulic transmission 14 has a disengagement side hydraulic friction engagement device such as the brake B3.
Release and engagement side hydraulic friction engagement device such as brake B
This is to determine whether the clutch-to-clutch (2-3) shift, which is repeatedly executed in the same period as the engagement of the clutch 2, is being executed.
(SA6, SA7) inhibits the output control of the engine 10 by the turning behavior control means 158 and performs the braking force control when the in-shift determining means 164 determines that the clutch-to-clutch shift is being executed. Permit. In the above clutch-to-clutch shift,
Since the shift progresses during a period in which the disengagement side hydraulic friction engagement device and the engagement side hydraulic friction engagement device have torque simultaneously due to their slip, delicate switching timing is required, and the engine torque is reduced. Although the change has a severe effect on the shift shock, according to the present embodiment, the output control of the engine 10 by the turning behavior control unit 158 is prohibited by the motor output control prohibiting unit 168 during shifting, The shift shock suppression effect becomes remarkable.

Further, according to the present embodiment, the brake B3 which is directly pressure-controlled is not connected to the accumulator,
A B3 control valve 92 for directly controlling the engagement hydraulic pressure P _B3 is provided, and the shift determination means 164 (SA2, S2
A3) is for determining whether or not the 1-2 shift is being executed by the operation of the brake B3 in which the engagement hydraulic pressure is directly controlled by the B3 control valve 92. Output control prohibiting means 168 (SA
6, SA7), the B3
When it is determined that the 1-2 shift is being executed by the operation of the brake B3 in which the engagement oil pressure is directly controlled by the control valve 92, the output control of the engine 10 by the turning behavior control means 158 is performed. And the braking force control is permitted, the turning of the engine by the motor output control prohibiting means 168 during shifting is performed in the 1-2 shift by the direct pressure control in which a change in engine torque has a severe effect on shift shock. The output control of the engine 10 by the behavior control means 158 is prohibited, and the shift shock suppression effect becomes significant.

Next, another embodiment of the present invention will be described. In the following description, the same parts as those in the above-described embodiment are denoted by the same reference numerals, and description thereof will be omitted.

FIG. 10 shows V in another embodiment of the present invention.
FIG. 3 is a functional block diagram illustrating a main part of a control function performed by an electronic control unit for SC 82 and the like. In FIG. 10, a shift control start determining unit 170 determines the start of a shift of the automatic transmission 14, that is, the start of a shift control operation by the shift control unit 162, based on a shift determination or a shift output performed by the shift control unit 162. Judgment. Preferably, the shift control start determining means 170 includes the brake B3 and the brake B
The brake B3 during the gear shift period by the clutch-to-clutch shift 2-3 gear shift in which the gear shift progresses through the period having the torque simultaneously due to the slip of 2, or the direct pressure control
The start of the 1-2 shift in which the engagement pressure is controlled is determined.

The turning behavior stabilizing control in-execution determining means 172 includes:
Whether the turning behavior stabilizing control is being performed by the turning behavior control means 158 is determined, for example, after the turning behavior stabilizing operation is started and before the turning behavior stabilizing control end condition is satisfied, or the electronic control unit 82 for the VSC. Is determined on the basis of the control output of the system. When the turning behavior stabilization control determining unit 172 determines that the turning behavior stabilizing control is being performed by the turning behavior control unit 158, the prime mover output fixing unit 174 controls the shift control by the shift control start determining unit 170. If it is determined that the shift control by the means 162 is to be started, during the shift period, for example, as shown in FIG.
The output torque of 0 is fixed to a value T _E2 in a predetermined range indicated by a dashed line or a value within the value T _E1 of the time t ₁ at the time of shift start determination (shift start), and braking force control is permitted.
The value T _{E2 in the} predetermined range is a value experimentally obtained in advance so as to generate the turning behavior stabilizing effect as much as possible within a range in which no shift shock occurs. This value differs depending on the degree of progress of the turning behavior stabilization control operation at the time of the shift start determination. Further, the fixed value is gradually restored after the shift is completed.

FIG. 11 is a flowchart for explaining a main part of the control operation by the VSC electronic control unit 82 and the like in the present embodiment. In SB1 of FIG. 11, well-known input signal processing such as reading of an input signal is executed.
Next, at SB2 corresponding to the turning behavior stabilization control in-execution determining means 172, it is determined whether or not the turning behavior stabilization control is being performed by the turning behavior control means 158, for example, after the turning behavior stabilization control start condition is satisfied. And whether or not the end condition is not satisfied, or the VSC electronic control unit 82
Is determined based on whether or not a turning behavior stabilization control output is output from the controller. If the determination in SB2 is negative, this routine ends because there is no overlap between the turning behavior stabilization control operation and the shift control operation.

However, if the determination in SB2 is affirmative, in SB3, it is determined whether or not the shift of the automatic transmission 14 has been started based on, for example, the shift determination by the shift electronic control device 78 or the start of the shift output. Is determined. If the determination in SB3 is affirmative, in SB4, it is determined whether the shift is a 2-3 shift which is a clutch-to-clutch shift or a 1-2 shift in which the engagement pressure is controlled by direct pressure control. .

If the determination of either SB3 or SB4 is denied, no problem arises due to the overlapping execution of the turning behavior stabilization control operation and the shift control operation. In the corresponding SB5, the normal turning behavior stabilization control that does not suppress the output change of the engine 10 is executed, for example, as shown in FIG. 8, but if both SB3 and SB4 are affirmed, the turning behavior stabilization is performed. In order to suppress the shift shock caused by the overlap between the control operation and the shift control operation, SB6 and subsequent steps are executed. In this embodiment, the above SB3 and SB3
4 corresponds to the shift control start determining means 170.

In SB6 and SB7 corresponding to the motor output fixing means 174, the braking control for stabilizing the turning behavior is executed and the output torque reduction control of the engine 10 for stabilizing the turning behavior is not executed. in the output torque T _E of the engine 10 is fixed to the output torque T _E1 in the shift start determination time t _1, or for example, as shown in FIG. 12, the value T of the shift start determination time t _1
E1 against fixed to a value within the value T _E2 in a predetermined range shown in chain line.

As described above, according to the present embodiment, when the turning behavior stabilizing control determining means 172 (SB2) determines that the turning behavior stabilizing control is being performed by the turning behavior control means 158, the shift is performed. If the start of the shift control by the control means 162 is determined, the engine output fixing means 1
74 (SB6, SB7), the output torque of the engine 10 is fixed to a value within a predetermined range with respect to the value T _E1 at the start of shifting of the automatic transmission 14, and the braking force control is permitted. Turning behavior control means 1 during the period
Since a change in the output of the engine 10 due to 58 is prevented,
A shift shock caused by an overlap between the shift control and the turning behavior stabilization control is suitably prevented.

In the present embodiment, the shift control start determining means 170 (SB3, SB4) determines whether or not the shift of the automatic transmission 14 includes the release of the release hydraulic friction engagement device such as the brake B3 and the engagement hydraulic pressure. It is to judge whether or not the engagement of the brake B2, for example, the engagement of the brake B2 is the start of the clutch-to-clutch (2-3) shift which is repeatedly executed in the same period, and the motor output fixing means 174. When the shift control start determining means 170 determines that the clutch-to-clutch shift has started, the output torque of the engine 10 is fixed to a value within a predetermined range with respect to the value _TE1 at the time of the shift start determination. In addition, the braking force control is permitted. In the above-described clutch-to-clutch shift, the shift progresses through a period in which the disengagement side hydraulic friction engagement device and the engagement side hydraulic friction engagement device have torque at the same time due to their slip. Is required, and the change in the torque of the engine 10 has a severe effect on the shift shock. However, the output torque of the engine 10 is fixed by the motor output fixing means 174 to prevent the change in the output torque. In addition, the shock suppressing effect becomes remarkable.

Further, in this embodiment, the brake B3 which is directly pressure-controlled is not connected to the accumulator,
A B3 control valve 92 for directly controlling the engagement oil pressure P _B3 is provided, and the shift control start determination means 170 is executed by the operation of the brake B3 in which the engagement oil pressure is directly controlled by the B3 control valve 92. 1-2
The motor output fixing means 174 determines whether or not the shift is to be started, and the motor output fixing means 174 is operated by the operation of the brake B3 whose engagement hydraulic pressure is directly controlled by the B3 control valve 92 by the shift control start determining means 170. When it is determined that the execution of the 1-2 shift to be executed is started, the output torque of the engine 10 is fixed and the braking force control by the turning behavior control means 158 is permitted. In the 1-2 shift by the direct pressure control, the change in the torque of the engine 10 has a severe effect on the shift shock. However, the output torque of the engine 10 after the start of the shift is fixed by the prime mover output fixing means 174. Thereby, the effect of suppressing the shock becomes remarkable.

As still another embodiment, a vehicle in which the VSC electronic control unit 82 and the like execute both the control operation shown in FIG. 9 and the control operation shown in FIG. 11 may be used. In this embodiment, a motor output change limiting means 180 having both the functions shown by the dashed lines in FIGS. 7 and 10 is substantially provided. This motor output change limiting means 18
0, when the turning behavior stabilization control of the turning behavior control means 158 and the shift control of the shift control means 162 overlap, the output change of the engine 10 is limited, and the turning behavior control means 158 and the shift control means The output change restriction state of the engine 10 is changed according to which of the controls 162 is started first. That is, when the turning behavior stabilization control is started during the shifting of the automatic transmission 14, the turning behavior control means 158 inhibits the output torque reduction control of the engine 10, and the automatic transmission is turned on during the turning behavior stabilization control. When the shift 10 is started, the output torque reduction control of the engine 10 in the turning behavior control means 158 is stopped, and the output torque T _E1 at the start of the shift or a value within a predetermined width value T _E2 is fixed. I do. According to the present embodiment, the turning behavior control means 1 is
58 and the shift control means 162, the change in the output of the engine 10 is limited, and the engine 10 is controlled according to which of the turning behavior control means 158 and the control of the shift control means 162 is started first. Is changed, the shift shock caused by the overlap between the shift control and the turning behavior stabilization control is suitably prevented as in the above-described embodiment.

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

For example, in the above-described embodiment, the engine 10 is used as the prime mover of the vehicle, but may be a motor of a hybrid electric vehicle, for example.
In this case, braking of the vehicle may be regenerative braking of the motor.

Further, in the above-described embodiment, the shift determination unit 164 or the shift control start determination unit 170 determines whether
3 shifts or 1-2 shifts were determined.
The normal shift using engagement of the direction clutch may be used. In this case, SA3 in FIG. 9 and SB4 in FIG. 11 can be removed.

Although the engine output control prohibiting means 168 in the above-described embodiment prohibits the engine output reduction control by the turning behavior control means 158, it may not be completely prohibited. The above-mentioned motor output fixing means 174 is provided in the turning behavior control means 158 by the engine 1.
Although the output torque of 0 is fixed, the output torque may not be fixed completely. In short, it is sufficient that the shift shock can be suppressed.

The automatic transmission 14 of the above-described embodiment is
Although the transmission is a stepped transmission in which the gear ratio is changed stepwise, it may be a continuously variable automatic transmission in which the gear ratio is changed steplessly.

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

[Brief description of the drawings]

FIG. 1 is a skeleton diagram illustrating a configuration of a vehicle automatic transmission controlled by a 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 frictional engagement devices and a gear established by the combination in the automatic transmission of FIG. 1;

FIG. 3 is a block diagram including a hydraulic control circuit and an electronic control circuit for controlling the automatic transmission of FIG. 1;

FIG. 4 is a view showing an operation position of a shift lever of FIG. 3;

FIG. 5 is a diagram illustrating a main part of the hydraulic control circuit in FIG. 3 together with FIG. 6;

6 is a diagram illustrating a main part of the hydraulic control circuit in FIG. 3 together with FIG. 5;

7 is a functional block diagram for explaining a main part of a control function of the VSC electronic control device of FIG. 3;

FIG. 8 is a time chart for explaining the operation of the turning behavior control means of FIG. 7;

FIG. 9 is a flowchart illustrating a main part of a control operation of the electronic control unit for VSC of FIG. 3;

FIG. 10 is a functional block diagram illustrating a main part of a control function of a VSC electronic control device according to another embodiment of the present invention.

11 is a flowchart illustrating a main part of a control operation of the VSC electronic control device in the embodiment of FIG. 10;

FIG. 12 is a time chart for explaining the operation of the motor output fixing means in the embodiment of FIG. 10;

[Explanation of symbols]

 14: Automatic transmission 158: Turning behavior control means 162: Shift control means 164: Shifting determination means 166: Turning behavior stabilization control start determination means 168: Motor output control inhibition means during shifting 170: Shift control start determination means 172: Turning behavior stabilization control determination means 174: motor output fixing means

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁶ Identification code FI B60T 8/58 B60T 8/58 Z F02D 29/00 F02D 29/00 H 29/02 29/02 G 311 311A

Claims (3)

[Claims] 1. A shift control means for switching a gear ratio of an automatic transmission based on a running state of a vehicle, and controlling a braking force of the vehicle or an output of a prime mover when the turning behavior of the vehicle becomes unstable. And a turning behavior control means for stabilizing the turning behavior of the vehicle, the shifting control means for determining whether or not the automatic transmission is shifting, When it is determined by the middle determining means that the automatic transmission is shifting gears, a shifting prime mover output control inhibiting means for prohibiting the output control of the prime mover by the turning behavior control means and permitting the braking force control is provided. , A control device for a vehicle. 2. A shift control means for switching a speed ratio of an automatic transmission based on a running state of a vehicle, and controlling a braking force of the vehicle or an output of a prime mover when the turning behavior of the vehicle becomes unstable. And a turning behavior control means for stabilizing the turning behavior of the vehicle, the turning behavior stability being determined whether or not the turning behavior stabilization control is being performed by the turning behavior control means. Shift control by the shift control means is determined when it is determined that the turning behavior stabilization control is being performed by the turning behavior control means. In this case, a motor output fixing means for fixing the output torque of the motor to a value within a predetermined range with respect to a value at the start of shifting of the automatic transmission and permitting the braking force control, Control apparatus for a vehicle according to symptoms. 3. A shift control means for switching a gear ratio of the automatic transmission based on a running state of the vehicle, and controlling a braking force of the vehicle or an output of a prime mover when the turning behavior of the vehicle becomes unstable. And a turning behavior control means for stabilizing the turning behavior of the vehicle, the output of the prime mover when the control of the turning behavior control means and the control of the shift control means overlap. Motor output change limiting means for limiting the change and changing the output change limited state of the motor according to which of the turning behavior control means and the control of the shift control means is started first. Vehicle control device.