JPH10203203A - Vehicle drive system control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent the occurrence of complication of operation effected by a driver to cope with the occurrence of lowering of effectiveness of an engine brake. SOLUTION: An electronic control device for a transmission T-ECU 3 causes an automatic transmission A to effect a shift change and apply an engine brake by outputting a control signal to a hydraulic control device. The T-ECU 3 detects or predicts the occurrence of abnormal lowering of an engine brake. In which case, the fail of the various solenoids of a hydraulic control device is detected and further and decision is effected based on a detecting value of deceleration of a vehicle. During the occurrence of abnormality, the T-ECU 3 feeds a brake demand signal to a brake ECU 104. The wheel brake ECU 104 restores the magnitude of vehicle deceleration to a value before the occurrence of abnormality by operating a wheel brake 102. Thus, a need for a driver to operate a brake pedal to cope with lowering of an engine brake force is eliminated.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle drive system control device for controlling a vehicle drive system so as to apply a motor brake. The prime mover brake is, for example, an engine brake in an engine vehicle or a regenerative braking of a motor in an electric vehicle. INDUSTRIAL APPLICABILITY The present invention is suitably applied to a control device that obtains a desired engine braking force according to a shift speed by controlling an automatic transmission.

[0002]

2. Description of the Related Art Conventionally, a control device for controlling an automatic transmission to apply an engine brake and decelerate a vehicle has been used. This type of control device operates an automatic transmission so that rotation of wheels is transmitted to an engine under predetermined conditions, and generates an engine braking force by using the engine as a resistance to wheel rotation. At each shift speed, a different magnitude of engine braking force is obtained.
The rotation of the wheels is suppressed by the engine braking force, and the vehicle is decelerated.

[0003] Engine brake control is realized by mechanical or electrical control of the automatic transmission. The mechanical control is, for example, a control in which a shift lever operation is transmitted to an automatic transmission via a mechanical means such as a cable, and a shift position is set according to the shift lever operation. Further, the electrical control is a control in which a driver's operation of a switch is transmitted to an electronic control device electrically connected to the switch, and the electronic control device changes a shift range and a gear position according to the operation of the switch. At this time, the hydraulic control device of the automatic transmission is driven according to the electric signal from the electronic control device, and the hydraulic control device operates accordingly.

[0004] For example, Japanese Patent Application Laid-Open No. 6-111200 discloses a control device for automatically downshifting an automatic transmission when a distance between the vehicle and a preceding vehicle is short. According to this device, the deceleration of the vehicle can be increased by increasing the engine braking force by performing the downshift.

Further, Japanese Patent Application Laid-Open No. 5-196118 and Japanese Patent Application No. 8-254680 filed by the present applicant describe a control device capable of switching a shift range in accordance with a switch operation provided on a steering wheel. In the latter control device, a five-speed automatic transmission is to be controlled, and each of the ranges D, 4, 3, 2, and L is set in accordance with a switch operation.
Then, for example, in the three ranges, the automatic transmission is electrically controlled such that the shift change is performed in the first to third speeds and the engine brake is effective in the third speed. Similarly, the engine brake works at the second speed in the second range and at the first speed in the L range. The driver can set the 3, 2, and L ranges by operating the switch, and generate an engine braking force at a desired shift speed.

Further, Japanese Patent Application Laid-Open No. 5-332443 and Japanese Patent Application No. 8-133690 by the present applicant describe a control device capable of setting a so-called sports mode (DM mode). When the DM mode is set in this device, a shift change is performed in accordance with the operation of a switch provided on the steering wheel, and the gear position is fixed until the switch is operated. Then, in the DM mode, the automatic transmission is controlled so that the engine brake is effective at all the shift speeds. By setting the DM mode, the driver can generate an engine brake at all shift speeds and obtain a driving feeling similar to that of a manual transmission.

[0007]

As described above, various devices for controlling a vehicle using an engine brake have been proposed. These control devices are based on the premise that the engine brake works normally. However, the effectiveness of the engine brake may decrease for some reason. In this case, the driver must step on the foot brake many times to cover the deceleration that cannot be obtained by the engine brake, and as a result, the operation may be complicated.

The reason why the effectiveness of the engine brake is reduced is, for example, a failure of a solenoid provided in a hydraulic control device of an automatic transmission. Japanese Patent Application Hei 8
In -254680, a hydraulic control device is provided with a solenoid for engine brake control or shift change control, and the transmission operates by driving the solenoid in response to an electric signal from an electronic control device. When a solenoid failure occurs, there is a possibility that engine braking will not be effective or an upshift will occur and engine braking force will decrease.

The present invention has been made to solve the above problems. SUMMARY OF THE INVENTION An object of the present invention is to provide a control device that copes with occurrence of a decrease in the effectiveness of an engine brake and avoids complication of a driver's operation.

[0010]

SUMMARY OF THE INVENTION A vehicle drive system control device according to the present invention is a device for controlling a vehicle drive system so that a prime mover exerts a prime mover brake used as a resistance to wheel rotation. Motor braking force monitoring means for detecting or predicting the occurrence of the decrease, and based on the detection or prediction result of the motor braking force monitoring means, actuating a wheel brake for braking the rotation of the wheel,
Braking force adding means for supplementing the decrease in the prime mover braking force with the wheel braking force.

Here, the prime mover brake is an engine brake or a regenerative braking of a motor as described above. The decrease in the prime mover brake is caused, for example, by the occurrence of a solenoid failure in the automatic transmission as described above, and is caused, for example, by a cause on the prime mover side. The wheel brake applies an external force such as a frictional force to the wheel to brake the rotation. The wheel brake of the present invention may also be used as a brake connected to a brake pedal operated by a driver. In the present invention, preferably, a brake actuator is provided on the wheel brake, and the wheel brake is actuated by driving the brake actuator.

According to the present invention, the decrease in the motor braking force is compensated for by the wheel braking force. The driver does not have to operate the brake pedal to cover the decrease in the engine braking force. Therefore, the operation of the driver is not complicated.

[0013]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of the present invention (hereinafter, referred to as embodiments) will be described below with reference to the drawings.

[Embodiment 1] [1] "Overall configuration of vehicle drive system and its control device", [2] "Example of configuration of automatic transmission and hydraulic control device", [3] "Automatic shift" Configuration of transmission control device ", [4]" Control by automatic transmission control device ", [5]" Control characteristic of the present invention in vehicle drive system control device ", [6]" Modification of automatic transmission control device " Examples will be described in this order.

[1] “Vehicle drive system and control thereof
Overall structure. "Figure 1 apparatus shows a configuration of a vehicle drive system according to the first embodiment. As shown, an engine E and an automatic transmission A are connected, and the automatic transmission A is connected to wheels W via a drive shaft and a differential gear device (not shown).

The automatic transmission A is provided with a hydraulic control unit 1, and the hydraulic control unit 1 and a transmission electronic control unit (T-ECU) 3 connected thereto constitute an automatic transmission control unit. . Since details of the automatic transmission A and the automatic transmission control device will be described later, an outline of these configurations will be described here.

The automatic transmission A is of a five-speed type, and the engine brake is always effective at the fourth and fifth speeds, and the operation of the engine brake can be switched between the first and third speeds. The hydraulic control device 1 includes a shift change solenoid for causing the automatic transmission A to perform a shift change,
Various solenoids, such as an engine brake solenoid, are provided for applying the engine brake when setting the first to third speeds. These solenoids are driven according to control signals sent from the T-ECU 3 to the hydraulic control device 1. Further, the automatic transmission control device is provided with a shift lever device and a cut mechanism as operating means operated by the driver. The shift lever device is connected to the hydraulic control device 1 via a cable, and the cut mechanism is a T-
It is electrically connected to the ECU 3.

When the shift lever is at the D position, the speed is changed in the range from the first speed to the fifth speed. And
At the time of the D position, the T-ECU 3 controls an ESR (Electric Shift Range Control) characteristic of this automatic transmission control device.
rol System) mode can be set. ES
During the setting of the R mode, the T-ECU 3 sets the ESR-D range to the ESR-L range as the ESR range that determines the range of the shift change according to the operation of the cutting mechanism.
For example, during the setting of the ESR-3 range, the T-ECU 3 outputs a control signal for causing a shift change only in the first to third speeds and for enabling the engine brake in the third speed. This is because the normal shift change range in the D position and the engine gear operating gear stage are T-EC
It means that it is changed by U3.

Further, the T-ECU 3 is configured to be able to detect the occurrence of a failure of each solenoid in the hydraulic control device 1. The configuration for fail determination is well known in the art, and a description thereof will be omitted. The T-ECU 3 is connected to a failure indicator 100 for displaying occurrence of a solenoid failure.

On the other hand, the wheel brake 102 is a device for braking the rotation of the wheel, and has a rotating member such as a disk that rotates with the wheel and a friction member that comes into contact with the rotating member.
A wheel brake actuator 103 for pressing the friction member against the rotating member is attached to the wheel brake 102, and the wheel brake actuator 103 is connected to a wheel brake ECU 104. The wheel brake actuator 103 is driven according to a drive signal from the wheel brake ECU 104, and the wheel brake 102 is operated. The wheel brake ECU 104 is configured to be able to adjust the wheel braking force by controlling the pressing force of the friction member. The wheel brake 102 is also connected to a brake pedal on the driver's seat, and is also used as a conventional so-called foot brake.
Further, the wheel brake ECU 104 and the wheel brake actuator 103 may also be used as a device (referred to as a VCS system) for suppressing a moment acting on the vehicle.

The T-ECU 3 and the wheel brake E
The CU 104 is connected to an acceleration sensor 101 that detects an actual acceleration G that is an actual acceleration during traveling of the vehicle. Note that a vehicle speed sensor may be provided instead of the acceleration sensor 101 to calculate the actual acceleration G from the vehicle speed.

During the setting of the ESR mode, the T-ECU 3
Based on the state of occurrence of a solenoid failure in the hydraulic control device 1 and the actual acceleration G detected by the acceleration sensor 101, it is determined whether the effectiveness of the engine brake is reduced and it is necessary to add a braking force. Specifically, it is determined whether an uprange or an upshift is performed by a failure of the solenoid and the engine braking force is reduced. Further, it is determined whether or not the solenoid for the engine brake fails and the engine brake becomes ineffective. Further, it is determined whether or not it is necessary to actually add a braking force based on the actual acceleration G in response to the occurrence of a failure. If it is determined that a braking force is required, a brake request signal is generated and output to the wheel brake ECU 104. I do. The wheel brake ECU 104 outputs a drive signal to the wheel brake actuator 103 according to the input signal to
Activate 02.

[2] “Automatic transmission A and hydraulic control
Configuration Example of Apparatus 1 "The automatic transmission A provided in the vehicle drive system of FIG.
Equipped with a torque converter and a planetary gear mechanism, 5 forward speeds,
The first reverse speed is set.
The planetary gear mechanism is provided with a plurality of friction engagement devices such as clutches and brakes, and further provided with servo means for operating each friction engagement device. By operating each friction engagement device according to the supply of hydraulic pressure to the servo means, a shift change from the first gear to the fifth gear is performed. In the first to third speeds, the operation of each friction engagement device switches whether or not to transmit reverse driving force from the axle side to the engine. In accordance with this switching, the state where the engine brake works and the state where it does not work are switched. In the fourth speed and the fifth speed, the engine brake is always applied.

FIGS. 24 to 26 show an example of the configuration of such an automatic transmission A and a hydraulic control device 1 for controlling the same. First, referring to these drawings, the automatic transmission A
The detailed configuration of the hydraulic control device 1 will be described.

As described above, the automatic transmission A can set five forward speeds and one reverse speed, and an example of the gear train is shown in FIG. In FIG.
The automatic transmission A is connected to the engine E via a torque converter 113. This torque converter 113
Is a pump impeller 115 connected to the crankshaft 114 of the engine E, a turbine runner 117 connected to the input shaft 116 of the automatic transmission A, and a lockup connecting the pump impeller 115 and the turbine runner 117. The clutch includes a clutch 118 and a stator 120 which is prevented from rotating in one direction by a one-way clutch 119.

The automatic transmission A has a high and a low
The vehicle is provided with a sub-transmission unit 121 for switching gears, and a main transmission unit 122 for switching between a reverse gear and four forward gears. The sub transmission unit 121 includes a sun gear S0, a ring gear R
0, a planetary gear set 123 comprising a pinion P0 rotatably supported by the carrier K0 and meshed with the sun gear S0 and the ring gear R0, and a clutch C0 provided between the sun gear S0 and the carrier K0.
And a one-way clutch F0 and a brake B0 provided between the sun gear S0 and the housing 129.

The main transmission section 122 is a first planetary gear train 124 comprising a sun gear S1, a ring gear R1, and a pinion 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 125 comprising a pinion P2 rotatably supported by the sun gear S2 and the ring gear R2, and rotatably supported by the sun gear S3, the ring gear R3 and the carrier K3. And a third planetary gear set 126 including a pinion P3 meshed with the ring gear R3.

The sun gear S1 and the sun gear S2 are integrally connected to each other, and the ring gear R1, the carrier K2, and the carrier K3 are integrally connected, and the carrier K3
Is connected to the output shaft 127. Also, the ring gear R
2 is integrally connected to the sun gear S3. And
A first clutch C1 is provided between ring gear R2 and sun gear S3 and intermediate shaft 128, and a second clutch C2 is provided between sun gear S1 and sun gear S2 and intermediate shaft 128.
Is provided.

The sun gear S1 is used as a braking means.
A first brake B1 in the form of a band for stopping rotation of the sun gear S2 is provided on the housing 129. A first one-way clutch F1 and a brake B2 are provided in series between the sun gear S1 and the sun gear S2 and the housing 129. The first one-way clutch F1 is configured to be engaged when the sun gear S1 and the sun gear S2 try to reversely rotate in a direction opposite to the input shaft 116.

A third brake B3 is provided between the carrier K1 and the housing 129.
A fourth brake B4 and a second one-way clutch F2 are provided in parallel between the first housing B and the housing 129. The second one-way clutch F2 is configured to be engaged when the ring gear R3 attempts to rotate in the reverse direction.
The clutches C0, C1, C2, the brakes B0, B1,
B2, B3 and B4 are hydraulic friction engagement devices in which friction materials are engaged by the action of hydraulic pressure.

The clutch C in the auxiliary transmission section 121
C0 sensor 1 for detecting the rotation speed of 0, that is, the input rotation speed
30 and a C2 sensor 131 for detecting the rotation speed of the second clutch C2 in the main transmission section 122. Note that these sensors 130 and 131 are connected to an electronic control unit for an automatic transmission described later.

In the automatic transmission A, five forward speeds and reverse speeds can be set, and the engagement and disengagement states of the respective friction engagement devices for setting these shift speeds are shown in FIG. This is shown in the engagement operation table. In FIG. 25, the mark ○ indicates the engaged state, the mark ◎ indicates that the engagement does not affect the torque transmission, the mark ● indicates the engagement for applying the engine brake, and the blank indicates the released state. Show.

A hydraulic circuit shown in FIG. 26 is provided in the hydraulic control device 1 for setting the respective shift ranges and shift speeds shown in FIG. That is, the manual valve 14 receiving the supply of the line pressure PL according to the throttle opening degree
Between 0 and the hydraulic servo means of each of the friction engagement devices described above, a 1-2 shift valve 141 for controlling the supply and discharge of the control pressure PC to the fourth brake B4 for the first speed engine brake, achieving the third speed. 2-3 shift valve 142 for controlling the supply / discharge of drive range pressure PD to / from second brake B2, supply / discharge of control pressure PC to first brake B1 for third speed engine brake, and fourth and fifth speeds. 3-4 shift valve 14 for controlling supply / discharge of drive range pressure PD to second clutch C2 for achievement
3. A 4-5 shift valve 144 for switching the supply of the line pressure PL to the brake B0 and the clutch C0 is provided.

Further, drive range pressure (D range pressure)
A pressure control valve 145 that generates a control pressure PC by adjusting a signal pressure output from the linear solenoid valve SLN during gear shifting while using the pressure as an original pressure, and an engine brake relay valve that switches supply and discharge of the control pressure PC to the 2-3 shift valve 142. 146, a C0 exhaust valve 147 for switching supply / discharge of the line pressure PL to / from the clutch C0 via the 4-5 shift valve 144 is provided.

The first shift solenoid valve SOL
1 outputs a signal pressure for switching the 2-3 shift valve 142, the second shift solenoid valve SOL2 outputs a signal pressure for switching the 1-2 shift valve 141, and the third shift solenoid valve SOL3 outputs 1-. 2-shift valve 141
And outputs a switching signal pressure to the C0 exhaust valve 147 via the. The fourth shift solenoid valve SOL4 is an engine brake relay valve 1
A switching signal pressure is output to the pressure control valve 46 and the C0 exhaust valve 147, and the linear solenoid valve SLN outputs a pressure control signal pressure to the pressure control valve 145. Further, an accumulator is attached to the friction engagement devices other than the first brake B1 and the fourth brake B4.

The configuration and function of each of the above components will be described in more detail. The manual valve 140 is connected to a shift lever as a first range operating mechanism (not shown) by mechanical means such as a cable, and is connected to a spool which is linked to the shift lever. A line pressure PL is supplied from an input port 148 and the spool 1
According to the sliding position of 49, the input port 148 is connected to each output port for output. Specifically, in the D position, output is made only from the D range port 150,
In addition, in the “3” position, the signal is output from the “3” range port 151. In the “2” position, the output is further “2”.
The signal is output from the range port 152 and further output from the L range port 153 in the L position. On the other hand, in the R position, the R range port 15
4, the output port is closed in the N position, and the input port 148 is connected to the drain port EX in the P position. In the automatic transmission A, the "4" range can be selected. This is a shift range in which the fifth speed, which is the highest speed, is prohibited. It rotates about the center, and the hydraulic pressure is output from the “2” range port 152.

Next, the pressure control valve 14
5 has a spool and a plunger pressed in one direction by a spring, receives a D range pressure PD, regulates the pressure by an output signal of a linear solenoid valve SLN, and controls a control pressure PC by an engine brake relay valve. Via 146, it is supplied to the 2-3 shift valve 142.

The engine brake relay valve 146 is
A switching valve comprising a spool and a plunger pressed in one direction by a spring, wherein a "2" range pressure is applied to the plunger and a linear solenoid valve SL
The signal pressure of N is applied to the spool, the control pressure PC is supplied to the 2-3 shift valve 142 by any hydraulic pressure, and the 2-3 shift valve 14 is released by releasing the hydraulic pressure.
The discharge of the control pressure PC from 2 is switched.

The 2-3 shift valve 142 is a switching valve provided with a spool pressed in one direction by a spring.
Signal pressure and L of first shift solenoid valve SOL1
The supply of the control pressure PC to the 3-4 shift valve 143 and the 1-2 shift valve 141 is switched by the application of the range pressure, and the D range pressure oil passages L1a and L1.
b and the drain is switched.

The 1-2 shift valve 141 is a switching valve provided with a spool pressed in one direction by a spring.
The fourth control pressure PC is controlled by the signal pressure of the second soft solenoid valve SOL2 and the oil pressure from the oil passage L1a.
Switching between the supply to the brake B4 and the exhaust pressure from the brake B4, and the third shift solenoid valve SOL
3 to the oil passage LS32 and the oil passage LS32
And switching from discharge to

The 3-4 shift valve 143 is a switching valve provided with a spool pressed in one direction by a spring via a piston, and is provided with a second shift solenoid valve SOL2.
Supply of the signal pressure of the third shift solenoid valve SOL3 from the oil passage LS3 to the 4-5 shift valve 144 via the oil passage LS34 by the oil pressure from the oil passage L1b and the oil pressure from the oil passage L3. Shut off, oil path L of oil path L1a
It controls the communication and cutoff with 1e, the supply of the control pressure PC to the first brake B1, and the exhaust pressure from the brake B1.

The 4-5 shift valve 144 is a switching valve provided with a spool pressed in one direction by a spring.
The line pressure PL is switched between supply and discharge to the C0 exhaust valve 147 by the signal pressure from the oil passage LS34 and the oil pressure of the oil passage L2, and supply to the brake B0 via the oil passage LL1 and discharge from the brake B0. And control.

The C0 exhaust valve 147 is a switching valve having a spool 155 and a plunger 156 which are pressed in one direction by a spring.
The signal pressure of the third solenoid valve SOL3 and the oil pressure of the oil passage L1d passed through the 4-5 shift valve 144
Is supplied to the clutch C0 via the oil passage LL3 and discharged from the clutch C0.

In the hydraulic control device configured as described above, in the illustrated neutral position, the line pressure PL is supplied to the clutch C0 via the 4-5 shift valve 144 and the C0 exhaust valve 147. Since the oil passage passing through the valve 140 is shut off, the hydraulic pressure of the first clutch C1 is drained. In addition, the deviation of the position sandwiching the center line of each valve in the figure indicates the limit position of the spool displacement, and particularly for each shift valve, numbers are distributed to the left and right of the center line,
The position corresponds to the gear position.

According to the hydraulic control device 1 described above, in accordance with the selection of the position of the manual valve 140 due to the manual operation of the shift device, the position is controlled by electronic control corresponding to the vehicle speed and the engine load (for example, the throttle opening). Pressure adjustment and each shift solenoid valve SOL1, -S
OL3 is ON / OFF controlled to set each shift speed. That is, the respective clutches and brakes are controlled as shown in FIG. 25 to set the respective shift speeds in relation to the one-way clutch (OWC), and the fourth solenoid valve S
An engine (E / G) brake state can be obtained by outputting the signal pressure in accordance with ON / OFF of OL4.

For example, when a signal pressure is output from the fourth solenoid valve SOL4 in a state where the third speed is set in the D range, the spool of the engine brake relay valve 146 is moved to the position shown in the left half of FIG. As a result, the control pressure PC using the D range pressure as the original pressure is
3-4 shift valve 14 via 3 shift valve 142
3 from which hydraulic pressure is supplied to the first brake B1 to be engaged. That is, the engine brake is activated in the third speed.

When the fourth solenoid valve SOL4 outputs a signal pressure in the second speed state of the D range, hydraulic pressure is supplied to one end of the spool of the C0 exhaust valve 147, and the spool is moved to the left half of FIG. , The line pressure PL supplied via the 4-5 shift valve 144 is supplied to the clutch C0 in the auxiliary transmission portion 121, which is engaged to apply the engine brake at the second speed. it can.

Further, when the fourth solenoid valve SOL4 outputs a signal pressure at the first speed in the D range, the engine brake relay valve 146 is output similarly to the case of the third speed described above.
The control pressure PC is output to the 2-3 shift valve 142, and the control pressure PC is further supplied from the 2-3 shift valve 142 to the 1-2 shift valve 141, from which the control pressure PC is sent to the fourth brake B4. Engage. That is, the engine brake can be applied at the first speed.

Each of the first to fifth speeds is defined by:
First to third shift solenoid valves SOL1,.
SOL3 is controlled by ON / OFF control and the shift pressure of each of the shift valves 141 to 144 is set appropriately by the output pressure. This is the same as that of the conventional device, and is easily known from the hydraulic pressure in FIG. By the way.

As described above, in the above-mentioned automatic transmission A, each gear can be electrically controlled and set.
The engine brake at the lower gear speed can be set by electrically controlling the fourth solenoid valve SOL4. By utilizing such a function, the automatic transmission control device is configured to electrically switch the forward range.

As described above, the automatic transmission A and the hydraulic control device 1
Has been described. It should be noted that the configuration of the automatic transmission A in FIGS. 24 to 26 may be appropriately modified, and the configuration may be added or deleted, corresponding to the configuration of each of the following embodiments. For example, if there is a function not used in the embodiment, that function may be removed from FIGS.

[3] “Configuration of Automatic Transmission Control Device” FIG. 2 shows the configuration of the automatic transmission control device provided in the vehicle drive system control device of the present embodiment. As described above, this automatic transmission control device includes the hydraulic control device 1 and the T-ECU 3 as control means. In addition, a shift lever device 5 and a cutting mechanism 7 are provided as operating means for setting a shift range.

In this automatic transmission control device, the shift position is set by operating the shift lever. This shift position is a reference shift range that is set mechanically. What is set as the shift position is
There are a parking (P) position, a reverse (R) position, a neutral (N) position, and a forward position described below. (1) D position: A gear position is set in a range from the first gear to the fifth gear. The engine brake is effective at the 4th and 5th speeds. (2) 3rd position: Set the shift speed in the range from 1st speed to 3rd speed. (3) L position: Set only 1st gear. The engine brake is effective; here, when traveling forward, the D position is usually set.
Other forward positions are set mainly because
These positions are for utilizing the engine brake, and these positions are called engine brake positions.

In the automatic transmission control device, the ESR range is set according to the operation of the cutting mechanism 7. This ESR range is the actual shift range set by the electric control in the T-ECU 3. D, 4, 3, 2, and L ranges are set as the ESR range.
Among them, the setting contents of the D, 3, and L ranges are the same as those of the above-described shift positions D, 3, and L. The setting contents of the 4th range and the 2nd range are shown below: (4) 4th range: The shift speed is set in a range from the first speed to the fourth speed. (5) 2 range: Set 1st or 2nd speed. The engine brake is effective in the second speed; when the ESR range is not set, the shift control according to the shift position is performed. When the ESR ranges are set, shift control according to each range is performed.

FIG. 3 shows a configuration of the hydraulic control device 1 and is a block diagram corresponding to FIG. 26 described above. The hydraulic control device 1 has a hydraulic circuit 21 and the hydraulic circuit 2
1 has a plurality of control valves (not shown) such as a shift valve and a relay valve. The hydraulic control device 1 further includes a plurality of solenoids 23 (S in FIG. 26) for moving the control valve.
OL1), and the solenoid 23 is connected to the T-ECU 3.

The hydraulic circuit 21 is supplied with hydraulic pressure from an oil pump. In the hydraulic circuit 21, a hydraulic path according to the position of each control valve is set, and hydraulic pressure is supplied to the servo means of the automatic transmission A according to the hydraulic path. Solenoid 23
To change the combination of the positions of the control valves, different hydraulic paths are set. According to the new hydraulic path, the servo means of the automatic transmission A operates, a shift change is performed, and engine brake control is performed.

The hydraulic circuit 21 has a manual valve 2
5 (corresponding to the manual valve 140 in FIG. 26). The manual valve 25 is connected to the shift lever device 5 via a cable 27 (or a rod). That is, the movement of the manual valve 25 is performed by mechanically transmitting the operation of the shift lever device 5. The manual valve 25 takes positions corresponding to the P position, the R position, the N position, the D position, the 3 position, and the L position by moving in the axial direction.

Further, the hydraulic circuit 21 includes the manual valve 2
5 is set as follows. When the manual valve 25 is in the D position, the first to fifth speeds can be set by a combination of the positions of the control valves.
When all the solenoids 23 cannot be driven, the fifth speed is set. Similarly, when the manual valve 25 is in the third position, the first to fourth speeds can be set by a combination of the positions of the control valves. When all the solenoids 23 cannot be driven, the fourth speed is set. Similarly, when the manual valve 25 is in the L position, it is possible to set the state in which the first speed is set and the engine brake is effective.

FIG. 4 is a diagram showing the vicinity of the steering wheel 30 of the vehicle to which the present embodiment is applied, and shows the shift lever device 5 and the cutting mechanism 7. Shift lever device 5
Is operation means for setting a shift range by mechanical control described later. The shift lever device 5 has a shift lane (not shown) provided on a steering column or an instrument panel, and a shift lever 31 that moves along the shift lane. The cut mechanism 7 is an operation means for setting a shift range by electrical control in an ESR mode described later. The cutting mechanism 7 has a cut lever 33 provided to protrude from the steering column.

FIG. 5 shows the structure of the shift lane.
Each shift position is set in the shift lane as illustrated. That is, P
Position, R position, N position, D position, 3 position and L position are set. When the shift lever 31 is moved to each position, the manual valve 25 provided in the hydraulic control device 1
Move to the position corresponding to that position. Further, a sport position is provided in the shift lane. When the shift lever 31 is in this position,
A sports mode (in principle, a mode in which the shift speed is held unless the driver performs a shift operation) is set.

A main switch 35 is provided below the shift lane. This main switch 35
Is a switch for setting and canceling the ESR mode. By operating the main switch 35, a cutting mechanism 7 described later is switched between an active state and a non-active state. That is, once the main switch 35 is pressed, the cut mechanism 7 functions according to the operation of the cut lever 33. When the main switch 35 is pressed again, even if the driver operates the cut lever 33, the cut mechanism 7 does not function. Note that the setting of the ESR mode is automatically canceled when the ignition is turned off.

FIG. 6 is an explanatory diagram showing the function of the cut lever 33. The cut lever 33 is configured to be tilted in four directions by a driver's operation. When the driver releases his hand, the cut lever 33 that has been tilted automatically returns to the original position. The driver performs the following four types of operations using the cut lever 33; "cut operation": tilts the cut lever 33 clockwise; "cut-off operation": moves the cut lever 33 counterclockwise. "Cancel operation": Move the cut lever 33 forward (toward the steering wheel 30); "Two-stage cut operation": Move the cut lever 33 away; It is detected by the ECU 3.

The position and length of the cut lever 33 are set so that the driver can operate the cut lever 33 with his fingertip while holding the steering wheel 30. In addition, the aforementioned main switch 35 is provided with the cut lever 3
3 may be provided at the tip.

Next, the T-ECU 3 will be described. T
-The ECU 3 is an electronic control unit, which controls the driving of the solenoid 23 of the hydraulic control unit 1. The T-ECU 3 is
The position of the shift lever 31 in the shift lever device 5 is detected. Further, various operations in the cutting mechanism 7 are detected, and an operation of the main switch 35 is detected. Further, information on the operation of the cruise control device is input from the C / C switch 9 to the T-ECU 3. Further, information such as a vehicle speed, a throttle opening, and an engine operating state (for example, engine load) is input to the T-ECU 3. The T-ECU 3 sets a shift range based on the detected information and the input information. And
The shift speed is determined within the set shift range based on the input information. Further, the solenoid 23 of the hydraulic control device 1 is driven so that the determined shift speed is realized. Further, information on the shift range is output and displayed on the shift lever position indicator 11 and the ESR indicator 13.

Here, when an ESR mode described later is set and a shift range is set by the T-ECU 3 by electric control, a shift to the same shift position as the above-described shift position corresponding to the shift range is performed. The engine is braked at the same gear.
For example, if three ranges are set by electrical control,
As in the case of the above-described three positions, the shift is executed in the range from the first gear to the third gear, and the engine brake is applied at the third gear.

[4] “Control by Automatic Transmission Control Device” “Mechanical Control of Shift Range” When the driver operates the shift lever device 5, this operation is performed via the cable 27 by the manual operation of the hydraulic control device 1. It is mechanically transmitted to the valve 25 and the manual valve 25 moves. Thus, the shift position is set according to the position of the manual valve 25. On the other hand, the T-ECU 3 detects the set shift position based on the position of the shift lever 31. Then, a control signal is output to the solenoid 23 of the hydraulic control device 1 so that the shift change is performed within the setting of the shift position.

The shift position set by the mechanical control becomes a reference shift range. This setting state of the shift position is maintained as it is even when the shift range of the actual control is changed by the electrical control described later. Therefore, when the cut mechanism 7 serving as the electric control unit fails, the actual shift range is returned to the reference shift range.

Further, the T-ECU 3 displays the set shift position on a shift lever position indicator 11 provided on the instrument panel. FIG. 7 shows the shift lever position indicator 11, in which P, R, N, D, 3,.
The letter L is displayed and the shift position being set (FIG. 7)
(D position) is underlined. Alternatively, the character at the shift position being set may be turned on and the character at the other position may be turned off.

In the mechanical control, only the D position, the 3 position, and the L position are set. On the other hand, as described below, a shift range of D to L is set by electrical control. The driver normally sets various shift ranges using the cutting mechanism 7. Then, when the cutting mechanism 7 fails, the shift lever 31 is operated to set the 3 position or the L position. With such a configuration, the number of positions of the shift lever 31 is reduced, and the size of the shift lever device 5 is reduced. Conventionally, the shift lever device 5 for a five-speed automatic transmission is large, and it has been difficult to provide the shift lever device 5 on a column or instrument panel of the steering 30. In this device, the shift lever device 5 can be provided at a free position where the driver can easily operate.

"Electrical Control of Shift Range (ESR Mode)" (1) Mode Setting When the main switch 35 is pressed while the above-described mechanical control is being performed, the T-ECU 3 sets the ESR mode. The electric control is performed in a state where the ESR mode is set. However, the ESR mode is set only when the shift lever 31 is at the D position. Even if the main switch 35 is pressed when the shift lever 31 is in another position, the T-ECU 3 does not accept this operation.

The T-ECU 3 is provided with an E-
By turning on the SR indicator 13, the ESR
Indicates that the mode has been set. FIG. 8 shows the ES
The display of the R indicator 13 is shown. The upper part of FIG. 8 shows a state before the ESR mode is set, and nothing is displayed (light off). The middle part of FIG. 8 shows a state in which the ESR mode is set, and “main” is displayed (lit).

(2) Initial setting ESR range When the main switch 35 is pressed, the ESR mode is set. In this state, the D position is still set. In this state, when the “cut operation (the operation of tilting the cut lever 33 clockwise)” is performed, T-EC
U3 sets the ESR range. In particular, the ESR range set in response to the first cut operation after the ESR mode is set is referred to as “first set ESR range”.

Here, the "ESR range" refers to a shift range set by operating the cut lever 33. For example, assume that the T-ECU 3 sets three ranges as the ESR range. In this case, the manual valve 25 is in the D position, and the setting of the hydraulic circuit 21 allows a shift change from the first gear to the fifth gear. However, T-
The ECU 3 instructs the solenoid 23 to perform only a shift change from the first speed to the third speed. As described above, the actual shift range is changed from the D position set by the shift lever 31 to the ES set by the cut mechanism 7.
The range is changed to the R range.

As described above, the ESR range is equal to T
-The actual shift range set by the ECU 3. Therefore, it is different from the so-called sport mode (the shift speed is held).

FIG. 9 shows the setting of the “initial setting ESR range”. The “initial setting ESR range” is set based on the current gear when the cutting operation is performed, and the shift range in which the gear below the current gear is the highest gear is the “initial setting ESR range”. ". Specifically, if the fifth speed is set at the time of the cut operation, the ESR range is four ranges, the fourth range is three ranges, the third speed is two ranges, and the second speed is the L range. If the first speed is set during the cutting operation, the L range, which is the lowest shift range, is set.

Note that, because the vehicle speed is high, the engine speed may be too high according to the setting of FIG. Therefore, a predetermined upper limit vehicle speed is set for each gear position. T-
When the actual vehicle speed is higher than the upper limit vehicle speed, the ECU 3 sets the “first set ESR range” according to FIG. 10 instead of FIG. In this case, although the down range is performed, the down shift is not performed. However, switching to a state where the engine brake is effective is performed. As described above, each shift range is set so that the engine brake is effective at the highest gear.

After setting the ESR mode, first, “2”
When the step cut operation (the operation of moving the cut lever 33 to the other side) ”is performed, the T-ECU 3 sets the range one level lower than the corresponding range in FIG. 9 or FIG. 10 as the“ initial setting ESR range ”. Set.

(3) Control after setting initial setting ESR range After setting the initial setting ESR range, the control shown in FIG. 11 is performed. The ESR range is changed downward one by one according to the “cut operation”. However, when the L range has already been set, the ESR range is not changed. Also, when a downshift occurs due to a change in the ESR range (for example, three ranges and
When the vehicle is running in the third speed), the engine speed may become too high due to the downshift. Also in this case, ES
The R range is not changed. Assuming such a situation, an upper limit vehicle speed is set in advance for each gear position.

On the other hand, the T-ECU 3 changes the ESR range upward one by one according to the “cutoff operation”. However, when the D range is set, the ESR range is not changed even if the cutoff operation is performed.

When the “two-stage cutting operation” is performed,
The T-ECU 3 changes the ESR range by two to the lower side.
However, when the operation is in the L range, the ESR range is not changed. Also, if it is 2 ranges,
Changed to L range. Further, the above upper limit vehicle speed is compared with the actual vehicle speed, and if the actual vehicle speed is high, the ESR range is not changed, or is changed by only one.

Further, "cancel operation (cut lever 3
3), the D range is set.

When the shift lever 31 is operated during the setting of the ESR mode, the T-ECU 3 releases the ESR mode. Then, the shift position is set according to the position of the shift lever 31 after the movement.

Also, during setting of the ESR mode, D
When the range or the four range is set, the cruise control according to the input signal from the C / C switch 9 is permitted. However, when the ESR range is changed to three or less by the cut operation, the cruise control control is prohibited. Further, during the setting of the ESR mode, when the L range is set from 3 ranges, the T-ECU 3 does not accept an input signal from the C / C switch 9.

(4) Display of ESR range As shown in the lower part of FIG. 8, the T-ECU 3
The SR range is displayed on the ESR indicator 13. FIG.
Indicates a state in which three ranges are displayed as ESR ranges. The driver can check the position of the shift lever 31 with the shift lever position indicator 11 and can check the actual shift range set by the T-ECU 3 with the ESR indicator 13. The operation is performed in consideration of the difference between the position of the shift lever 31 and the actual shift range.

[Overall Control] The control by the automatic transmission control device has been described above by dividing it into mechanical control and electrical control. Next, according to the flowchart of FIG.
-The processing performed by the ECU 3 will be described.

After the start (S10), the input signal is processed (S20), and the position of the shift lever 31 is detected (S30). When the shift lever 31 is in a position other than the D position, that position is output to the shift lever position indicator 11 (S210), and the ESR
Turn off the indicator 13 (turn it off) (S22)
0) and return (S230). When the shift lever 31 is in the D position, it is determined whether or not the ESR mode is set (S40), and if not, the same indicator display as described above is performed (S210, S2).
20).

On the other hand, when the ESR mode is set, the operation of the shift lever 31 by the driver is checked (S50). When the shift lever 31 moves, the ESR mode is canceled and the shift position is set according to the position of the shift lever 31 after the movement (S60). For example, E
Two ranges are set as the SR range, and when the shift lever 31 moves from the D position to the third position, three positions are set in step S60.
Then, the position after the movement is output to the shift lever position indicator 11 (S70), and the ESR indicator 1
3 is turned off (turned off) (S80), and the process returns (S230).

In step S50, when the shift lever 31 is not operated, the "cancel operation" for the cut lever 33 is checked (S90). When the "cancel operation" is performed, the D range is set (S100). Then, the D position is displayed on the shift lever position indicator 11 (S110), and only "main" is displayed on the ESR indicator 13 (S120, middle part of FIG. 8).

In step S90, when the "cancel operation" is not performed, the "cut operation" of the cut lever 33 is further checked (S130). When the "cut operation" is performed, the down range is performed (S140). . This step S140 is performed according to the flowchart shown in FIG. In FIG. 13, first, the setting of the ESR range is checked (S141). If the ESR range has not been set yet, the actual vehicle speed is compared with a predetermined upper limit vehicle speed (S14).
2) If the actual vehicle speed is equal to or lower than the upper limit vehicle speed, the first set ESR range is set according to FIG. 9 described above (S143). When the actual vehicle speed is higher than the upper limit vehicle speed, the first set ESR range is set according to FIG. 10 described above (S144). On the other hand, if the ESR range has already been set in step S142, the down range is performed according to FIG. 11 described above (S1).
45). After these controls, the D position is displayed on the shift lever position indicator 11 (S190), and the ESR
The ESR range is displayed on the indicator 13 (S20)
0, lower part of FIG. 8).

On the other hand, in step S130, "cut operation"
Is not performed, the "cut-off operation" of the cut lever 33 is further checked (S150). If the "cut-off operation" is performed, the up-range is performed according to FIG. 11 described above (S160). Also in this case, the same indicator display as above is performed (S190, S200).

When the "cut-off operation" is not performed in step S150, "2"
Step S170) is checked (S170). When the "two-step cut operation" is performed, a predetermined down range is performed (S170).
180). In step S180, as in step S140, the initial setting of the ESR range and the setting of ESR are performed.
Change the SR range. Also in this case, the same indicator display as above is performed (S190, S200).

When the "two-stage cutting operation" is not performed in step S170, the display of each indicator is not changed, that is, the shift lever position indicator 11
The position is displayed (S190), the ESR range is continuously displayed (S200), and the process returns (S230).

In the above control, the first set ESR range is set according to FIG. As shown in FIG. 9, as the first set ESR range, a range is set such that the next shift stage below the current shift stage is the highest shift stage based on the current shift stage at the time of the cutoff operation. . A downshift occurs with the setting of the ESR range. At the shift speed after the downshift, the engine brake is activated.
This is because control is performed so as to apply the engine brake at the highest gear in each forward range. At the time of the two-stage cut-off, a range is set in which the next lower gear is the highest speed.

As described above, when the driver performs the cutting operation once, the downshift is reliably performed. And
The vehicle can run while using the engine brake.

When the vehicle speed is high, the first set ESR range is set according to FIG. 10 instead of FIG. In this case, although the down range is performed, the down shift is not performed. However, as described above, control is performed so as to apply the engine brake at the highest gear in each forward range. Accordingly, the engine brake is activated along with the down range. Even at a high vehicle speed, the driver can drive the vehicle using the engine brake by the cut operation.

[5] “In the vehicle drive system controller”
During the ESR mode described above, the T-ECU 3 controls the ES
The range of the shift change is limited according to the setting of the R range, and the engine brake is applied. For example, T
-When the ESR-3 range is set, the ECU 3
Only a control signal for performing a shift change between the third speeds is output. When shifting to the third speed, the T-ECU
3 drives the solenoid for the engine brake of the hydraulic control device 1 to apply the engine brake. In such a configuration, if the solenoid for the shift change fails, there is a possibility that an upshift is performed on the transmission side and the engine braking force is reduced. Also,
If the engine brake solenoid fails, the engine brake may not work. The following control appropriately addresses such an occurrence.

FIG. 14 is a flowchart showing the control characteristic of this embodiment. After the start (S610), the T-ECU 3 processes the input signal (S620),
It is determined whether or not the SR mode is being set (S63)
0). At this time, it is also preferable to determine whether or not the vehicle is traveling at the gear position where the engine brake should be effective (for example, whether or not the vehicle is traveling at the third speed in the ESR-3 range). If the ESR mode is not being set, the process returns (S740).

If the ESR mode is being set, it is determined in the hydraulic control device 1 whether or not a failure has occurred in the solenoid (S635). If a failure has occurred, it is determined whether the failure is a failure (failure of a solenoid for engine brake) that makes the engine brake ineffective (S640), and if YES, the process proceeds to step S660. .

If NO in step S640, it is determined whether or not the detected failure is a failure that leads to an uprange accompanied by an upshift (S645).
Here, it is conceivable that the upshift is automatically performed according to the setting of the hydraulic circuit due to a failure, or that the upshift is performed according to a predetermined failsafe logic. If a failure occurs that causes an upshift, the process proceeds to step S660; otherwise, the process returns (S740).

If no failure has occurred in the solenoid in step S635, it is detected whether or not a failure has occurred in a cutting mechanism or the like in the ESR system (S650). In the present embodiment, when a failure of the ESR system is detected, the mode setting is canceled or canceled, and the automatic return processing to the D position is performed. Therefore, there is a possibility that an upshift occurs along with the uprange, and the engine braking force decreases. Therefore, if a failure has occurred in the cutting mechanism or the like, the process proceeds to step S660,
Otherwise, return (S740).

In step S660, the input signal processing (S
620) (that is, the actual acceleration G at the time of fail detection (S635 or S650)).
And the average acceleration Gt for a predetermined time up to that time. Since this control is performed during engine braking, the average acceleration Gt is negative.

As a modification of step S660,
The actual acceleration G may be compared with the acceleration 0 (zero). This makes it possible to determine whether or not a change from the deceleration state to the acceleration state has occurred as an effect of the occurrence of the failure. Further, the actual acceleration G may be compared with a predetermined reference acceleration Gt1. Furthermore, the reference acceleration Gt1 may be appropriately changed using a map that associates the reference acceleration Gt1 with the range setting, the vehicle speed, the average acceleration Gt, and the like.

If the actual acceleration G is larger than the average acceleration Gt or the like in step S660, the flow proceeds to the brake assist step S680, and if not, the actual acceleration G
Is obtained, and the change rate G 'is compared with a predetermined value α (S670). Thus, it is predicted whether or not the actual acceleration G will change significantly in the future and brake assist will be required. If the actual acceleration G is compared with the acceleration 0 or the reference acceleration Gt1 in step S660, step S67
A determination of 0 is considered particularly effective. This is because even if the actual acceleration G is small at present, it is possible to predict whether or not the acceleration will exceed 0 or the reference acceleration Gt1 in the future. If the change rate G 'is larger than the predetermined value α in S670, the process proceeds to the brake assist step S680, and if not, the process returns (S740).

In the brake assist step S680,
A brake request signal is output from the T-ECU 3 to the wheel brake ECU 3. In response, the wheel brake ECU 3 outputs a drive signal to the wheel brake actuator 103 to operate the wheel brake 102. The wheel brake ECU 104 determines that the actual acceleration G is equal to the average acceleration Gt (that is, the average acceleration for a predetermined time before the failure).
The feedback control of the wheel brake system is performed so that As a result, the decrease in the engine braking force is compensated for by the wheel braking force, and the vehicle is decelerated in the same manner as before the occurrence of the failure.

Next, the T-ECU 3 turns on the failure indicator 100 provided in the vehicle compartment to notify the driver of the occurrence of the failure (S690). Furthermore, T-EC
U3 determines whether the solenoid or the ESR system has returned from the failed state to the normal state (S700), and if not, compares the actual vehicle speed V detected by the vehicle speed sensor (not shown) with the predetermined value Vα. (S710). Predetermined value V
α is set to a value close to the stop (vehicle speed is zero), and if the vehicle speed V is larger than the predetermined value Vα, the process returns to step S680 to continue the brake assist. The vehicle speed V is a predetermined value V
If it is equal to or smaller than α, the T-ECU 3 turns off the fail indicator 100 (S720). Furthermore, T-ECU3
Sends a brake assist stop signal to the wheel brake ECU 1
04, and resets the average acceleration Gt before the occurrence of the failure obtained as described above (S730), and returns (S740). The wheel brake ECU 104 stops the operation of the wheel brake 102 in response to the input of the brake assist stop signal. Thus, when the vehicle stops, the brake assist control of the control device is stopped. The process also proceeds to step S730 when it is determined in step S700 that the solenoid or the ESR system has returned to normal, and the brake assist control is stopped.

In the above, the control characteristic of the present embodiment has been described. In this control, during the setting of the ESR mode, an abnormal decrease in the engine braking force due to the occurrence of a failure in the solenoid of the hydraulic control device 1 or the ESR system is detected or predicted, and the abnormal decrease is compensated for by the wheel braking force. Therefore, the driver does not need to operate the brake pedal to cover the decrease in the engine braking force.

In the present embodiment, step S660
It was detected whether or not the actual acceleration G increased from a desired value. The comparison target here is the average acceleration Gt before the occurrence of the failure, the acceleration 0, the reference acceleration Gt1, and the like. On the other hand, the necessity of the brake assist may be determined based on whether or not the actual acceleration G has increased by a predetermined value or more. For example, the difference between the magnitudes of the actual accelerations before and after the occurrence of the failure may be determined, the acceleration increase may be compared with a predetermined value, and if the difference is equal to or greater than the predetermined value, the brake assist may be executed.

Further, in the first embodiment, the T-ECU 3
May be configured to include the additional amount of the wheel braking force (the wheel braking force required to return the actual acceleration G before the occurrence of the failure) to the brake request signal sent to the wheel brake ECU 104. In this case, the wheel brake EC
U104 controls the braking system so that the above-mentioned additional braking force is generated.

In the first embodiment, the control device suitable for the present invention has been described by taking up a case where the engine braking force is reduced due to the transmission. On the other hand, the control device of the present invention may be configured to cope with a decrease in the braking force caused by the engine. In this case, for example, the engine ECU detects or predicts a decrease in engine braking force caused by the engine, and the engine ECU sends a brake request signal to the wheel brake ECU. The same applies to a case where the present invention is applied to an electric vehicle instead of an engine vehicle. In this case, the motor ECU detects a decrease in the regenerative braking force.

[6] “Modification of Automatic Transmission Control Device” Hereinafter, a modification of the automatic transmission control device constituting the vehicle drive system control device will be described. Even when the following modified example is applied, the control characteristic of the present invention shown in FIG. 1 described above is similarly executed. That is, during the setting of the ESR mode, occurrence of a solenoid failure of the hydraulic control device 1 or a failure of the ESR system is detected.
Brake assist using 02 is performed. In addition, about the same content as the above-mentioned embodiment, description is abbreviate | omitted suitably and below, it demonstrates focusing on a different point.

[Modification 1] FIG. 15 shows the structure of the shift lane of the shift lever device of Modification 1. A characteristic configuration in this modification is an M position provided beside the D position.

In the automatic transmission control device of the above embodiment, when the main switch 35 is turned on, the cut mechanism 7 for setting the ESR range is activated. The main switch 35 is provided separately from the shift lever device, as shown in FIG.

On the other hand, in this modification, the M position is
It functions similarly to the main switch 35 described above. That is, this modification is an embodiment in which the main switch 35 is incorporated in the shift lever device. Accordingly, the original main switch 35 has been eliminated.

In addition, in this modification, the configuration of the manual valve 25 in the hydraulic circuit of the hydraulic control device 1 is changed with the addition of the M position. Here, the operation of the hydraulic circuit may be changed so that the operation of the hydraulic circuit is the same regardless of whether the shift lever is in the D position or the M position.

The control according to this modification will be described. When the shift lever is not at the M position, the ESR mode is not set, and the cutting mechanism 7 is not activated. When the shift lever moves to the M position, the ESR mode is set, and the cutting mechanism 7 is activated.

When moving to the M position, the D range is set. In this embodiment, when the shift lever is in the D position, the main switch 3
This is the same state as when No. 5 is turned on. In the D range,
The same shift control as when the shift lever is at the D position is performed.

The switching of the ESR range corresponding to the operation of the cutting mechanism 7 is as described in the above embodiment. That is, the first set ESR range is set according to FIGS. 9 and 10, and further, the change to the D, 4, 3, 2, and L ranges is performed according to FIG. The control contents of the shift line and the lock-up line are the same as in the case of the D position.

[Modification 2] Here, the following changes are made to Modification 1. In the first modification, when the shift lever moves from the D position to the M position, ES
While the R mode was set, the D range was set first. In the second modification, when moving to the M position, 4
Set the range. Thereby, in the second modification, the ESR
Overdrive is cut when setting the mode.

[Modification 3] FIG. 16 shows a shift lane of the shift lever device 5 in this modification.
In this modification, normally, the shift lever 31 cannot be moved to the L position. When the driver presses the Fail switch 37, the driver can move the shift lever 31 to the L position. Note that the Fail switch 37 may be shared with the P position lock release switch.

In this configuration, the driver normally sets the engine brake range (from the 4 range to the L range) by operating the cut mechanism 7. Only when the cut mechanism 7 fails, the shift lever 31 is operated to set the engine brake position.

[Modification 4] FIG. 17 is an explanatory diagram showing the vicinity of the steering in this modification. In this modification, the cut mechanism 7 includes a cut switch 38 and a cutoff switch 39 provided near the center of the steering 30. The operation of pressing down the cut switch 38 is a “cut operation”, and the cut-off switch 3
The operation of depressing 9 is a “cutoff operation”.

[Modification 5] In the above description, after the ESR mode is set, the “initial setting ESR range” in FIGS. 9 and 10 is set in correspondence with the first cutting operation. On the other hand, when the D range is set during the ESR mode control, the range may be changed as shown in FIGS. 9 and 10 at any time in response to the cut operation. In particular,
Even when the D range has been set through a cut operation or a cutoff operation, the next cut operation will cause the D range to be set as shown in FIGS.
Change the range.

[Modification 6] In the above embodiment, the ESR mode is set only when the D position is set by operating the shift lever. In this modification, the ESR mode is set even when a position other than the D position is set. Then, at any shift position, the control of the present invention shown in FIG. 14 is executed. That is, while the ESR mode is being set, a decrease in engine braking force is detected or predicted, and brake assist is executed as necessary. In the following description, a description of a configuration common to the above-described embodiment will be omitted.

The configuration of the hydraulic control device 1 is the same as that of the above-described embodiment. However, the manual valve 25 takes a position corresponding to the P position, the R position, the N position, the D position, the 4 position, the 3 position, the 2 position, and the L position by moving in the axial direction. That is, four positions and two positions are added. When the manual valve 25 is in the fourth position, the first to fifth speeds can be set by a combination of the positions of the control valves. When all the solenoids 23 cannot be driven, the fifth speed is set. Similarly, when the manual valve 25 is in the second position, the first to third speeds can be set by combining the positions of the control valves. When all of the solenoids 23 cannot be driven, a state is set in which the third speed is set and the engine brake is effective.

FIG. 18 shows a shift lane of the shift lever device 5 in this modification. Hydraulic control device 1
, And shift lanes include P, R, N, D,
Positions 4, 3, 2, and L are set.

FIG. 19 shows the vicinity of the steering. In the sixth modification, the shift lever device 5 is provided on the floor, and is not shown in FIG. Also,
The cutting mechanism 7 is located on the front side (driver side) of the steering 30.
, And a + switch 43 provided on the back side. An operation of pressing the-switch 41 is a "cut operation", and an operation of pressing the + switch 43 is a "cut-off operation". It is needless to say that the cutting mechanism 7 shown in the above embodiment may be provided instead of such a configuration.

Next, the operation of the automatic transmission control device according to the sixth modification will be described.

(Mechanical Control of Shift Range) The mechanical control in the sixth modification is the same as that of the above-described embodiment. However, in this modification, four positions and two positions can be set by mechanical control. That is, the driver shifts the shift lever 31 to four positions or two positions.
When moved to the position, this movement is transmitted to the manual valve 25 of the hydraulic control device 1 by mechanical transmission means,
Each shift position is set.

FIG. 20 shows the shift lever position indicator 11 according to the sixth modification. As shown, 4
Position and two position displays have been added. Note that FIG. 20 shows a setting state of four positions.

(Electrical control of shift range (ESR mode)) (1) Mode setting In response to the depression of the main switch 35, the T-ECU 3
Sets the ESR mode. In the sixth modification, the ESR mode is set even when the shift lever 31 is in any forward position.

(2) Control Corresponding to Operation of Cut Mechanism 7 FIG. 21 shows a shift range setting change corresponding to operation of the cut mechanism 7. The control corresponding to each operation will be described with reference to FIG.

(A) "Cut operation (pressing down of-switch 41)" In response to the cut operation, the ESR range is shifted down one position. For example, when the shift lever 31 is in the four positions and the ESR mode is set, the range is sequentially changed to three ranges and two ranges according to the cut operation.

As in the case of the above-described embodiment, downshifts occur with downshifts, and downshifts are prohibited in situations where the engine speed becomes too high due to the downshifts.

(B) “Cutoff operation (+ switch 43)
In response to the cutoff, a change to the ESR range one level above is made. For example, when the shift lever 31 is at the D position and two ranges are set as the ESR range, the range is sequentially changed to three ranges and four ranges according to the cut operation.

Here, the ESR corresponding to the cut-off operation
Changing the range is restricted as follows. That is, the highest ESR range that can be set by the cutoff operation is a range corresponding to the position of the shift lever 31 at that time. For example, when the shift lever 31 is in the three positions, as shown in FIG. 21, the ESR range set by the cutoff operation is limited from the L range to the three ranges. Then, even if the cutoff operation is performed during the setting of the three ranges, the T-ECU 3 does not accept this operation.

(C) "Two-stage cut operation" In response to the two-stage cut operation, a change to the ESR range two lower positions is performed. The same control as in the above embodiment is performed.

(D) "Cancel operation" In response to the cancel operation, the setting of the ESR range is canceled. Then, the ESR range is changed to a range corresponding to the position of the shift lever 31 at that time, as shown in FIG.

When the shift lever 31 is operated in a state where the ESR range is set by the cutting mechanism 7, the following control is performed. The setting of the ESR range is canceled, and the position after the shift lever 31 is moved is set by the mechanical control described above. At this time, the setting of the ESR mode is not released. Therefore, the driver can set the ESR range again by the cut operation without pressing the main switch 35 again. Furthermore, when the shift lever 31 is operated, the ESR indicator 13 is turned off except for the indication of "main" (the middle part in FIG. 8).

In addition to the above, the details of the electrical control and the display of each indicator are the same as those in the above-described embodiment, and the description will be omitted.

(Overall Control) Next, the overall processing performed by the T-ECU 3 will be described with reference to the flowchart of FIG.

After the start (S310), the input signal is processed (S320), and the position of the shift lever 31 is detected (S330). When the shift lever 31 is at a position other than the forward position (P, R, N), that position is output to the shift lever position indicator 11 (S51).
0), turns off the ESR indicator 13 (turns it off) (S520), and returns (S530). When the shift lever 31 is in the forward position (D to L),
It is determined whether the ESR mode is set (S33).
0), if not set, the same indicator display as above is performed (S510, S520).

On the other hand, when the ESR mode is being set, the operation of the shift lever 31 by the driver is checked (S35).
0). When the shift lever 31 moves, the currently set E
The SR range is canceled, and the shift position is set according to the position of the shift lever 31 after the movement (S3).
60). Then, the post-movement position is output to the shift lever position indicator 11 (S370), and the ESR indicator 13 is turned off (the state shown in the middle section of FIG. 8) (S3).
80), and returns (S530).

If the shift lever 31 is not operated in step S350, the "cancel operation" for the cut lever 33 is checked (S390). "Cancel operation"
Is performed, the shift position is set according to the position of the shift lever 31 at that time (S400). This position is displayed on the shift lever position indicator 11 (S410), and only "main" is displayed on the ESR indicator 13 (S420, middle part of FIG. 8).

In step S390, "cancel operation"
Is not performed, the "cut operation" of the cut lever 33 is further checked (S430). If the "cut operation" is performed, the down range is performed according to the setting of FIG. 21 (S430).
440). Then, the position of the shift lever 31 is displayed (S490), and the ESR range after the down range is set to E.
It is displayed on the SR indicator 13 (S500, lower part of FIG. 8).

On the other hand, in step S430, "cut operation"
Is not performed, the "cut-off operation" of the cut lever 33 is further checked (S450). If the "cut-off operation" is performed, the up-range is performed according to FIG. 21 (S460). Particularly, at this time, as described above, the ESR range is limited so as to be at most the range corresponding to the position of the shift lever 31 at that time. Also in this case, the same indicator display as above is performed (S490, S50).
0).

When the "cut-off operation" is not performed in step S450, "2"
Step S470 is checked (S470), and when the "two-step cut operation" is performed, a predetermined down range is performed (S470).
480). Also in this case, the same indicator display as above is performed (S490, S500).

When the "two-stage cutting operation" is not performed in step S470, the display of each indicator is continued (S490, S500), and the process returns (S530).

The automatic transmission control device according to the sixth modification has been described. Here, for example, when the ESR range is canceled, it is configured not to give the driver a sense of incompatibility. As a specific example, assume that five ranges are set as the ESR ranges when the shift lever 31 is in the two positions. At this time, if the ESR range is cancelled, a downshift to the second speed is forcibly performed, which may give a feeling of strangeness to the driver. On the other hand, in the sixth modification, the ESR range that can be set in the ESR mode is limited to a range corresponding to the position of the shift lever 31 at that time at the maximum. Therefore, even if the ESR range is cancelled, a sudden dow shift is not performed, and the driver does not feel uncomfortable.

Further, in the sixth modification, it is easy to configure so that the shift range is electrically controlled even in the forward position other than the D position. For example, it is assumed that when the shift lever 31 is in the two positions, the cut mechanism 7 can be operated to set from the D range to the L range.
In this case, when the solenoid 23 of the hydraulic control device 1 fails, the two-position engine brake cannot be guaranteed, and the engine brake may not be used. On the other hand, in the sixth modification, the ESR range that can be set in the ESR mode is limited to a range corresponding to the shift lever 31 position at that time at the maximum. Further, the hydraulic circuit 21 of the hydraulic control device 1 guarantees the setting of the state where the engine brake is effective at the first to fifth speeds according to the position of the manual valve 25 when the solenoid 23 fails. Further, the manual valve 25 is connected to the shift lever 31 by mechanical transmission means.
As described above, even when the solenoid 23 fails, the driver can operate the shift lever 21 to run the vehicle while using the engine brake.

In the sixth modification as well, the control of the present invention is executed according to the flowchart of FIG. 14, as in the above-described embodiment. However, in the above-described embodiment, the ESR mode is set only at the D position, whereas in Modification 6, the ESR mode is set at positions other than the D position. Therefore, the ESR mode is set even when the position is other than the D position (YES in step S630 of FIG. 14),
There is a possibility that the brake assist will occur depending on the occurrence of a failure.

[Embodiment 2] In Embodiment 1 described above, E
In response to a decrease in engine braking force due to the occurrence of a failure during the setting of the SR mode, brake assist using the wheel brake system was performed. On the other hand, Embodiment 2
In, the same control is performed in response to the occurrence of a failure during the sports mode setting.

Since the vehicle drive system of the second embodiment has the same configuration as that of the first embodiment shown in FIG. 1, the detailed description is omitted here. The shift lever device 5 of the automatic transmission control device is provided with a Sport position as shown in FIG. An up switch and a down switch (not shown) provided near the steering are connected to the T-ECU 3.

The shift lever 31 is moved to Spo by the driver.
When moved to the rt position, the T-ECU 3 sets the sport mode. No shift change is performed at the time of switching to the sport mode, so the gear position immediately before the mode setting is set as the initial gear position for the mode setting. While the sport mode is set, a shift change is performed in response to an operation of the up switch or the down switch by the driver. That is, each time the driver operates the up switch, the gear position is changed to one higher speed side. Further, each time the down switch is operated, the shift speed is changed by one to the lower speed side. Unless the up switch or the down switch is operated, the gear position is held in principle, and no shift change is performed.

While the sport mode is set, the engine brake is applied at all the gear positions. That is, at the first to third speeds, a control signal for driving the engine brake solenoid is output from the T-ECU 3 to the hydraulic control device 1, whereby the automatic transmission stops the rotation on the wheel side. The engine can be transmitted to the engine. Further, as described above, the automatic transmission A is configured so that the engine brake is always effective at the fourth speed and the fifth speed. Therefore, in the sport mode, the engine brake works at all the gears.

In the above sports mode control, the gear position is determined by the driver's operation, and the engine brake is applied at all the gear positions. The driver can obtain a driving feeling close to a vehicle equipped with a manual transmission. But,
When a failure of the solenoid of the hydraulic control device 1 or a failure of the sports mode system occurs, the engine braking force may be reduced. In the present embodiment, brake assist is performed in response to such a case.

FIG. 23 is a flowchart showing the control characteristic of this embodiment. In FIG.
Steps equivalent to those in FIG.
The following description focuses on the differences from FIG.

[Step S630a]: In the second embodiment, the T-ECU 3 processes the input signal (S620).
It is determined whether or not the sports mode is being set (S63).
0a).

"Step S645a": Step S64
When 0 is NO (when the detected solenoid failure is not the failure of the engine brake solenoid), it is determined whether or not the detected solenoid failure is a failure that causes an upshift (S645a). Here, it is conceivable that the upshift is automatically performed according to the setting of the hydraulic circuit due to a failure, or that the upshift is performed according to a predetermined failsafe logic. If a failure occurs in which an upshift occurs, the process proceeds to step S660; otherwise, return (S
740).

"Step S650a": Step S63
If no failure occurs in the solenoid at 5, the up switch in the sports mode system,
It is detected whether or not a failure has occurred in a down switch-related mechanism or the like (S650a). In the present embodiment, when a failure of the sports mode system is detected, the mode setting is canceled or canceled, and the automatic return process to the D position is performed. Therefore, an upshift may occur, and the engine braking force may decrease. Therefore, if a failure has occurred in the switch-related mechanism or the like, the above-described step S6 is performed.
The process proceeds to S60, and returns if it has not occurred (S74).
0).

The processing after step S660 is the same as the control in the first embodiment shown in FIG. The actual acceleration G,
The average acceleration Gt before the occurrence of a failure and the like are compared, and the time change rate G 'of the actual acceleration G is compared with a predetermined value α. Then, based on the comparison result, when brake assist using the wheel brake 102 is necessary, a brake request signal is sent from the T-ECU 3 to the wheel brake ECU 104, whereby the wheel brake 102 is operated. Here also, wheel brake control is performed to return the actual acceleration G to the acceleration Gt before the occurrence of a failure. The brake assist is continued until the T-ECU 3 sends a brake assist stop signal to the wheel brake ECU 104.

[0161]

According to the present invention, a decrease in the prime mover braking force is detected or predicted, and the decrease in the prime mover brake force is compensated for by the wheel braking force. It is not necessary to operate the brake pedal. Therefore, the operation of the driver is not complicated.

[Brief description of the drawings]

FIG. 1 is a block diagram illustrating a configuration of a vehicle drive system to which a control device according to a first embodiment of the present invention is applied.

FIG. 2 is a block diagram illustrating a configuration of an automatic transmission control device provided in the vehicle drive system control device according to the first embodiment of the present invention.

FIG. 3 is an explanatory diagram showing a configuration of a hydraulic control device included in the automatic transmission control device of FIG. 2;

FIG. 4 is an explanatory diagram showing the vicinity of a steering of a vehicle equipped with the system of FIG. 1;

FIG. 5 is an explanatory diagram showing each shift position provided in a shift lane.

FIG. 6 is an explanatory diagram showing a function of a cut lever provided in the cutting mechanism.

FIG. 7 is an explanatory diagram showing a display of a shift lever position indicator.

FIG. 8 is an explanatory diagram showing a display of an ESR indicator.

FIG. 9 is an explanatory diagram showing setting contents of an initial setting ESR range.

FIG. 10 is an explanatory diagram showing setting contents of an initial setting ESR range at a high vehicle speed.

FIG. 11 is an explanatory diagram showing the content of setting change of an ESR range corresponding to a cut operation and a cutoff operation.

FIG. 12 is a flowchart illustrating an overall process performed by a T-ECU.

FIG. 13 is a flowchart showing downrange control corresponding to a driver's cut operation.

FIG. 14 is a flowchart illustrating a failure occurrence correspondence control according to the first embodiment of the present invention.

FIG. 15 is an explanatory diagram illustrating a configuration of a shift lever device according to a first modification of the first embodiment.

FIG. 16 is an explanatory diagram illustrating a configuration of a shift lever device according to a third modification of the first embodiment.

FIG. 17 is an explanatory diagram showing the vicinity of a steering in a fourth modification of the first embodiment.

FIG. 18 is an explanatory diagram showing a shift lane of a shift lever device according to a sixth modification of the first embodiment.

FIG. 19 is an explanatory diagram showing the vicinity of a steering of a vehicle equipped with the control device of the sixth modification.

FIG. 20 is an explanatory diagram showing a shift lever position indicator in the control device of the sixth modification.

FIG. 21 is an explanatory diagram showing a change of a shift range setting corresponding to an operation of a cutting mechanism in the control device of the sixth modification.

FIG. 22 is a diagram illustrating a T-ECU in a control device according to a sixth modification;
5 is a flowchart showing the overall processing performed by the user.

FIG. 23 is a flowchart illustrating a failure occurrence correspondence control according to the second embodiment of the present invention.

FIG. 24 is a skeleton diagram showing an example of a gear train of the automatic transmission provided in the vehicle drive system of the embodiment.

FIG. 25 is an explanatory diagram showing an engaged and released state of a friction engagement device for setting each shift speed in the automatic transmission of FIG. 24;

26 is a partial hydraulic circuit diagram showing one example of a hydraulic circuit in the hydraulic control device for controlling the automatic transmission shown in FIG. 24, and showing a part of the hydraulic circuit.

[Explanation of symbols]

1 hydraulic control device, 3 T-ECU, 5 shift lever device, 7 cutting mechanism, 11 shift lever position indicator, 13 ESR indicator, 21 hydraulic circuit,
23 solenoid, 25 manual valve, 27 cable, 31 shift lever, 33 cut lever, 35
Main switch, 100 Fail indicator, 10
1 acceleration sensor, 102 wheel brake, 103 wheel brake actuator, 104 wheel brake EC
U, A automatic transmission, E engine, W wheels.

Claims (1)

[Claims] 1. A vehicle drive system control device for controlling a vehicle drive system so that a prime mover exerts a prime mover brake used as a wheel rotation resistance, wherein the prime mover brake detects or predicts the occurrence of a decrease in the prime mover braking force. A force monitoring unit, and a braking force adding unit that activates a wheel brake for braking the rotation of the wheel based on the detection or prediction result of the motor braking force monitoring unit, and compensates for a decrease in the motor braking force by the wheel braking force. A vehicle drive system control device comprising: