JPH1078120A - Control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To secure vehavioral stability of a vehicle in a manual shift mode even upon occurrence of abnormality of an operation stability improving means. SOLUTION: This device has a transmission which enables manual shift in case that a running condition is in a preset manual shift allowable range, and operation stability improving means which stabilize motion during operation of steering. A fail sensing means is arranged for sensing abnormality of the operation stability improving means (step 25). A manual transmission allowable range variable means is arranged for varying the manual transmission allowable range (step 26) when the fail sensing means senses the abnormality of the operation stability improving means (step 25). Instability of the motion is corrected, which may be caused by execution of the manual shift, succeeding variation of driving source, and infunctionability of the operation stability improving means.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a vehicle including a transmission capable of executing a manual shift and a stability improving means.

[0002]

2. Description of the Related Art It is well known that an automatic transmission capable of executing a shift based on a manual operation has been put to practical use. This type of automatic transmission is based on the premise that the shift control is performed electrically. Therefore, even when a manual shift is performed, a backup is performed by the electrical control. Kaihei 7-27221
No., published in Japanese Unexamined Patent Publication No.

[0003] That is, the device described in this publication avoids a transient wheel lock state due to engine braking when a downshift is performed by a manual operation during traveling in a manual shift mode, and at the same time, a manual shift range. The purpose of this device is to prevent the wheel from becoming narrow, and the wheel is likely to lock when the anti-lock brake system (ABS) that prevents the wheel from locking during braking fails or when the yaw rate is large. When the state is detected and transient lock is likely to occur, control is performed so as to enlarge the prohibited area of downshifting by manual operation.

[0004]

The above-mentioned conventional control device is for preventing the stability of the vehicle from being reduced due to the transient lock. However, the VSC (VSC) is a system for ensuring the stability of the vehicle other than this. Vehicle stability control systems) and 4WS (four-wheel steering systems) are known. A system for ensuring the stability of a vehicle associated with this type of steering (a so-called steering system) actively generates yaw in the steering direction, or conversely, actively generates yaw in the direction opposite to the steering direction. Is performed to improve the operability of the vehicle.

[0005] These steering systems are sometimes mounted on a vehicle equipped with an automatic transmission capable of manual gear shifting. In this case, even if the steering is performed with a large driving force, the intended turning property and turning performance are achieved. Therefore, a high degree of freedom can be achieved in combination with the fact that shifting can be performed manually. On the other hand, when the above-described steering system does not function normally, only the degree of freedom of the gear shift remains, and the stability at the time of steering is reduced. Therefore, the state of vehicle characteristics different from the characteristics intended by the driver. The manual gear shift is performed. Such a situation is not considered at all in the above-mentioned conventional apparatus, and a control for a case where the safety system fails in a vehicle equipped with an automatic transmission capable of manual shifting and the above-mentioned safety system is newly developed. Needed.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-described circumstances. Even if a failure of a system for stabilizing the behavior at the time of turning occurs in a vehicle equipped with a transmission capable of manual shifting, a manual shifting mode is set. It is an object of the present invention to provide a control device capable of ensuring the stability of behavior when turning at a vehicle.

[0007]

SUMMARY OF THE INVENTION In order to achieve the above object, according to the first aspect of the present invention, a transmission capable of performing a shift based on a manual operation and a behavior stabilization control during steering are performed. In a control device for a vehicle including a drivability improving means, a failure detecting means for detecting an abnormality of the drivability improving means, and a manual operation when the failure detecting means detects an abnormality of the drivability improving means. And a manual shift permission area changing means for changing a manual shift permission area in which a shift can be performed.

Therefore, according to the present invention, when an abnormality occurs in the means for stabilizing the behavior of the vehicle during steering and it is not possible to positively stabilize the behavior, the region in which the manual shift can be performed is changed. . As a result, the traveling state of the vehicle capable of performing the manual shift becomes a state suitable for the manual shift.
In other words, when the stability at the time of turning is impaired by executing the manual shift, the manual shift is prohibited. Therefore, the behavior of the vehicle during manual shifting is stabilized.

[0009]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Next, the present invention will be described with reference to the drawings. First, a control device according to the present invention is conceptually shown in FIG. That is, the control device 100 shown here is configured to output a shift signal by performing a calculation based on input data, targeting an automatic transmission that can selectively execute a manual shift. As the input data, a shift range signal (shift position signal) in an automatic shift mode (sport mode or direct (DM) mode) and a shift stage signal or an upshift signal and a downshift signal in a manual shift mode are input from the shift device 101. Has been entered. A vehicle speed signal is input from a vehicle speed sensor 102, and a throttle opening signal is input from a throttle opening sensor 103 of the engine.

[0010] A hydraulic circuit 104 is connected to the control device 100. The hydraulic circuit 104 controls the hydraulic pressure as a basic structure so as to engage and disengage a friction engagement device in the automatic transmission.
The shift is executed by appropriately supplying and discharging the hydraulic pressure based on the shift signal output from the controller. That is, in the manual shift mode, operation is performed based on a shift signal from the control device 100 so as to execute the shift speed selected by the shift device 101 or upshift or downshift. In the automatic shift mode, the shift speed is determined based on the vehicle speed, the throttle opening, and a shift map stored in advance, and operation is performed based on a shift signal for achieving the shift speed.

The control device 100 includes means 105 for enlarging an area in which a downshift in the manual shift mode is prohibited.
Is provided. That is, a region where the downshift based on the manual operation is prohibited is set in advance by the shift diagram 106 for each gear. In order to prevent the wheels from being transiently locked by the engine braking force accompanying the downshift, a running state in which the wheels are not transiently locked even when a manual downshift is performed is set. . The downshift permission area in the shift diagram is changed based on signals from the transient lock occurrence condition detecting means 107 and the operability improving means 108.

Here, the transient lock occurrence condition detecting means 107
Is a means for outputting a signal to expand the downshift prohibition region when detecting a condition in which wheel lock occurs transiently during a downshift, and the condition is that the yaw rate is larger than a set value, ABS (anti-lock brake system) failed,
It adopts the two-wheel drive state and the fully closed state of the throttle valve. Maneuverability improvement means 1
08 is for stabilizing the behavior of the vehicle when steering is performed. For example, when the vehicle is steered, the engine is moved in the understeer direction if the vehicle is oversteered, and if the vehicle is understeered, the engine is moved in the oversteer direction. VSC, 4WS, etc., which individually control the output and the braking force of the wheels, and when the operability improving means fails, the output signal expands the downshift prohibited area by manual operation.

FIG. 7 shows an overall control system mainly including the automatic transmission 2 connected to the engine 1. The depression amount of the accelerator pedal 3 for operating the output of the engine 1 is detected by a sensor (not shown), and the detection signal is input to the engine electronic control unit 4. An electronic throttle valve 6 driven by a throttle actuator 5 is provided in an intake pipe of the engine 1. The electronic throttle valve 6 outputs a control signal from the electronic control unit 4 to the throttle actuator 5 according to the amount of depression of the accelerator pedal 3, and the opening is controlled according to the control amount.

An electronic control unit 4 for controlling the engine 1 includes a central processing unit (CPU) and a storage unit (R).
AM, ROM) and an input / output interface. The electronic control unit 4 includes, in addition to a signal corresponding to the depression amount of the accelerator pedal 3 described above,
Output signal of engine speed sensor 7, output signal of intake air flow center (air flow meter) 8, output signal of intake air temperature sensor 9, output signal of throttle opening sensor 10, output signal of vehicle speed sensor 11, cooling water Temperature sensor 1
2 and the output signal of the brake switch 13 are input as control data. In addition to the control of the throttle actuator 5, the engine electronic control unit 4 outputs a signal to the fuel injection device 14, an igniter 15 for changing the ignition timing, and the like for torque control at the time of gear shifting or the like. It is configured.

The automatic transmission 2 connected to the engine 1 is a so-called electronically controlled automatic transmission that electrically controls the hydraulic pressure to control shifting and engagement / disengagement of a lock-up clutch. The hydraulic control circuit 16 for controlling the hydraulic pressure mainly includes three shift solenoid valves SOL1, SOL2, and SOL3 for executing a shift, a linear solenoid valve SLU for mainly controlling a lock-up clutch, and a throttle opening degree. A linear solenoid valve SLT for controlling the line pressure and a linear solenoid valve SLN for mainly controlling the back pressure of the accumulator are provided.

An electronic control unit 17 for an automatic transmission for outputting a control signal to each solenoid valve in the hydraulic control circuit 16 is provided. The electronic control unit 17 for the automatic transmission includes a central processing unit (CPU) and a storage unit (RA), like the electronic control unit 4 for the engine.
M, ROM) and an input / output interface, and therefore can be integrated with the engine electronic control unit 4 as necessary. The electronic control unit 17 for the automatic transmission performs a calculation based on the input data according to a map or a calculation formula stored in advance, and outputs a control signal based on the calculation result to each of the solenoid valves to perform a shift or lock-up. It is configured to execute control of engagement / disengagement of a clutch, control of transient hydraulic pressure during gear shifting, and the like.

The electronic control unit 17 for the automatic transmission transmits the above throttle opening sensor 1 as control data.
0, the output signal of the vehicle speed sensor 11, the output signal of the coolant temperature sensor 12, the output signal of the brake switch 13, the signal from the shift position sensor 19 provided in the shift device 18, the torque converter described later. From the turbine speed sensor 20, a signal from the kick down switch 21 for instructing a downshift to be turned ON when the accelerator pedal 3 is fully depressed,
A signal from a sports mode (direct mode) switch 22 for setting a manual shift mode, a signal from a plus (+) switch 23 for instructing an upshift in the manual shift mode, and a minus (-) for instructing a downshift in the manual shift mode. Signal from switch 24, yaw rate sensor 25
2WD · 4 that detects a yaw rate signal, a two-wheel drive state and a four-wheel drive state, and outputs a signal of the drive state.
A signal from the WD sensor 26 and the like are input. Further, an indicator 27 such as a liquid crystal panel, a lamp, an LED (light emitting diode) or a buzzer is connected to the electronic control unit 17 for the automatic transmission, so that the set shift speed and shift are not executed or a manual / automatic shift mode is set. , The state of a failure, etc. is notified to the driver by lighting, blinking, sounding or displaying the indicator 27.

The electronic control units 4 and 17 are connected so as to be able to communicate with each other, and the electronic control unit 17 for the automatic transmission sends a signal for setting each gear position to the electronic control unit 4 for the engine. Has been sent to. Further, a VSC control device 28 that stabilizes the vehicle by electrically controlling the torque of the wheels to suppress the vehicle from skidding.
The VSC control device 28 and the electronic control devices 4 and 17 are connected so as to be able to perform data communication with each other. Further, a 4WS control device 29 for controlling the steering angle of the rear wheel to the same phase or the opposite phase with the front wheel in accordance with the steering of the front wheel is provided, and the 4WS control device 29 and the electronic control devices 4 and 17 are provided. Are connected so as to be able to communicate with each other.

The automatic transmission 2 has four forward speeds and one reverse speed.
FIG. 8 shows an example of the gear train in which the speed of the gear can be set. The gear train shown here is the same as that described in Japanese Patent Application Laid-Open No. Hei 4-185967, and the automatic transmission 2 includes a lock-up clutch Lc
, A second transmission section G2 having a set of planetary gear mechanisms, and a first transmission section G1 for setting a plurality of forward speeds and reverse speeds by two sets of planetary gear mechanisms.
And

The second transmission portion G2 performs high-low two-stage switching. The carrier 30 of the planetary gear mechanism is connected to the turbine runner Tr of the torque converter Tc. A clutch C0 and a one-way clutch Fo are provided in a parallel relationship with each other between the sun gear 31 and the sun gear 31.
A brake B0 is provided between the motor and the housing Hu.

The sun gears 32 and 33 in each planetary gear mechanism of the first transmission portion G1 are provided on a common sun gear shaft 34, and the left (front) planetary gear mechanism of the first transmission portion G1 in the drawing. Ring gear 35 and second
A first clutch C1 is provided between the transmission gear G2 and the ring gear 36, and a second clutch C2 is provided between the sun gear shaft 34 and the ring gear 36 of the second transmission G2. In the first transmission portion G1, the carrier 37 of the planetary gear mechanism on the left side in the figure and the ring gear 38 of the planetary gear mechanism on the right side (rear side) are integrally connected,
The output shaft 39 is connected to the carrier 37 and the ring gear 38.
Are connected.

A first brake B1 as a band brake is provided on the outer peripheral side of the clutch drum of the second clutch C2 so as to stop the rotation of the sun gear shaft 34. Hu, a first one-way clutch F1 and a second brake B2 are arranged in series, and a second one-way clutch F2 and a housing Hu between the carrier 40 and the housing Hu in the rear planetary gear mechanism. The third brake B3 is arranged in parallel.

The automatic transmission 2 having the above-described gear train can set the first to fourth speeds in the forward gear. Of these, the first and second speeds are set in the automatic shift mode and the engine brake is set. Does not work, and it is necessary to apply the engine brake in the manual shift mode. Therefore, the hydraulic control circuit 16 incorporates a hydraulic circuit shown in FIG.

In FIG. 9, the manual valve 45 has P, R, N, D, DM, "3", "2", and L corresponding to the range positions that can be selected by the shift device 18.
The line pressure PL is supplied and discharged from a predetermined port in accordance with each range position.

In the 1-2 shift valve 50, the signal pressure from the second solenoid valve SOL2 is selectively supplied to the control port 51, and the hydraulic pressure of the second clutch C2 is selectively supplied to the hold port 52. As a result, in the first speed, the state shown in the right half of the figure is reached, and in the second to fourth speeds, the state shown in the left half is reached, and the hydraulic pressure is supplied to and discharged from the first to third brakes B1 to B3. .

When the signal pressure of the first solenoid valve SOL1 is selectively supplied to the control port 61, the 2-3 shift valve 60 is in the state shown in the right half of the figure at the first speed and the second speed. In the third and fourth speeds, the state shown in the left half of the figure is reached, and the hydraulic pressure is selectively supplied to and discharged from the second clutch C2.

The 3-4 shift valve 70 is selectively supplied with the signal pressure from the second solenoid valve SOL2 to its control port 71, and the line pressure PL is adjusted to the 2-3 shift valve 6
By being selectively supplied to the hold port 72 via 0, the state is as shown in the right half of the figure in the first to third speeds, and is the state as shown in the left half of the figure in the fourth speed.
As a result, the clutch C0 and the brake B of the second transmission portion G2
0 and the hydraulic pressure is selectively supplied.

The third solenoid valve S0L3 controls the coast brake cutoff valve 80, and when the first speed or the second speed is selected in the manual shift mode, the third solenoid valve SOL3 is turned on. The line pressure PL is supplied from the coast brake cut-off valve 80 to the first brake B1 or the third brake B3 via the 2-3 shift valve 60 and the 1-2 shift valve 50 so that the engine brake can be operated at these shift speeds. Has become.

Here, first to third solenoid valves SOL1, SOL2, SOL1 and SOL2 for setting each shift speed in the automatic shift mode (AUTO.) And the manual shift mode (sport mode or direct mode: MANU.).
FIG. 10 shows the ON / OFF state of SOL3 and the engagement / disengagement state of each friction engagement device. FIG. 10 is an operation table, in which a circle indicates ON for the solenoid valve and engagement for the frictional engagement device, and a cross indicates OFF for the solenoid valve and release for the frictional engagement device.

FIG. 11 shows the arrangement of each range position in the shift device 18. That is, the parking (P) range position and the reverse (R) range position are linearly arranged in the order listed here along the longitudinal direction of the vehicle, and the neutral (N) range position is shifted to the right with respect to the R range position. It is arranged diagonally backward. A drive (D) range position is disposed on the rear side of the vehicle with respect to the N range position, and a manual shift mode (DM) position and a “3” range position are disposed on both left and right sides of the D range position. . The “2” range position is arranged on the rear side of the vehicle with respect to the “3” range position, and the L range position is arranged diagonally right behind the “2” range position.
Each of these range positions is connected by a groove that guides the shift lever. Further, when the shift lever is moved to the DM position, hydraulic pressure is supplied so that engine braking is effective in all forward gears. A switch 22 for selecting a manual shift mode (sport mode) is provided at an appropriate position on the shift device 18, the steering column, or the instrument panel (not shown).

When the manual shift mode (sports mode) is selected, the plus switch 23 and the minus switch 24 can output signals. These switches are switches that output signals at the moment of performing the push operation or switches that output signals only while performing the push operation. As an example, as illustrated in FIG. Each pair is provided.

In the automatic transmission 2 described above, when the automatic transmission is in the automatic transmission mode, the shift speed is determined based on a running state such as a throttle opening and a vehicle speed and a previously stored shift map. This is performed by outputting signals to the shift solenoid valves SOL1 to SOL3 so as to set the stage. On the other hand, shifting in the manual shifting mode (sport mode or direct mode) is performed by the DM switch 22.
This is performed by pushing the plus switch 23 or the minus switch 24 with the switch turned ON.

Specifically, the plus switch 23 is turned on once
When the N operation is performed, an upshift from the current gear position to the one-speed higher gear position is instructed.
When the fourth gear 4 is turned ON once, a downshift from the current gear position to the lower gear position is instructed. Therefore, the shift instruction in the manual shift mode (sport mode or direct mode) can be executed regardless of the state of the vehicle such as the vehicle speed. However, since the gears set in the manual shift mode are set in a state where the engine brake is effective, when predetermined conditions such as a high vehicle speed are satisfied, the wheels are locked during the shift transition by the engine braking force. In order to prevent the downshift, the downshift is prohibited. This downshift prohibition control is performed based on the shift diagram.

FIG. 13 shows a routine for selecting a shift diagram in the manual shift mode. First, it is determined whether or not the current shift stage is the fourth speed (step 1). If so, the fourth speed data is read into the shift point data MSL (step 2), and the lockup point data MSL is read.
The data for the fourth speed is read into the LP (step 3). An example of the fourth speed data is shown in FIG. This is one in which the area is set using the output shaft rotation speed and the throttle opening corresponding to the vehicle speed as parameters.
In the data for the fourth speed, all areas are set to the fourth speed.

If a negative determination is made in step 1 because the fourth speed has not been set, the routine proceeds to step 4, where it is determined whether or not the current gear is the third speed. If an affirmative determination is made in step 4 because the third speed is set, the third speed data is read into the shift point data MSL (step 5), and the lockup point data MSL is read.
The data for the third speed is read into the LP (step 6). Next, a shift point correction process is performed (step 7).

An example of the third speed data is shown in FIG. In this method, a downshift line from the fourth speed to the third speed is set for a predetermined output shaft speed, and a region on the higher speed side than the downshift line is defined as a fourth speed region. Accordingly, a region on the higher vehicle speed side than the downshift line is a region where the downshift to the third speed is prohibited.

If a negative determination is made in step 4 because the third speed has not been set, the routine proceeds to step 8, where it is determined whether the current gear is the second speed. If an affirmative determination is made in step 8 because the second speed has been set, the second speed data is read into the shift point data MSL (step 9), and the lockup point data MSL is read.
The data for the second speed is read into the LP (step 10).
Next, a shift point correction process is performed (step 11).

An example of the second speed data is shown in FIG. This corresponds to a downshift line from the fourth speed to the third speed at a predetermined output shaft speed, and a second shift from the third speed to the second speed.
A downshift line to the speed is set, and the second speed region, the third speed region, and the fourth speed region are set from the left side in FIG. Therefore, a region where a downshift to the second speed is prohibited is added to (c) of FIG.

If a negative determination is made in step 8 because the second speed is not set, the shift point data MSL
The first speed data is read (step 12), and the first speed data is read into the lock-up point data MSLP (step 13). Next, a shift point correction process is performed (step 14).

An example of the first speed data is shown in FIG. This corresponds to a downshift line from the fourth speed to the third speed at a predetermined output shaft speed, and a second shift from the third speed to the second speed.
A downshift line to the first speed and a downshift line from the second speed to the first speed are respectively set, and the first speed region, the second speed region, These are the third speed region and the fourth speed region. Therefore, a downshift to 1st speed prohibited area is added to FIG. 14B.

The shift point correction control in steps 7, 11, and 14 is executed according to a subroutine shown in FIG. That is, first, it is determined whether or not the vehicle is in the four-wheel drive state (step 21). This is the 2WS / 4WD described above.
The determination can be made based on the output signal from the sensor 26. If a negative determination is made in step 21 because of the two-wheel drive state, ΔV1 is read as the shift point correction amount (step 22). This shift point correction amount ΔV1 is
For example, as shown in FIG. 2, the map is set in advance and is read in step 22. In addition, the value is set to a negative value so as to change the downshift line to the lower rotation speed side (lower vehicle speed side), that is, to enlarge the downshift prohibition region.

If an affirmative determination is made in step 21, or after reading the shift point correction amount ΔV1 in step 22, it is determined whether or not the yaw rate r is smaller than the set value X (step 23). The yaw rate r is a value detected by the yaw rate sensor 25, and the set value X is a value corresponding to the minimum yaw rate at which engine braking due to downshifting can be tolerated in terms of stability of behavior and the like. If the yaw rate r is larger than the set value X and a negative determination is made in step 23, the routine proceeds to step 24, where the shift point correction amount ΔV2 is read.

The shift point correction amount ΔV2 is divided into three stages according to the magnitude of the yaw rate r, as shown in FIG. 3, for example, so that the larger the yaw rate r, the larger the correction amount toward the low speed side. Is set. That is, the setting is made such that the downshift prohibition region expands toward the lower vehicle speed side as the yaw rate r increases.

If an affirmative determination is made in step 23, or after reading the shift point correction amount ΔV2 in step 24, it is determined whether or not the operability improving means such as VSC or 4WS has failed (step 25). ). this is,
It corresponds to the failure detecting means of the first aspect, and can be detected by a self-diagnosis function incorporated in the VSC control device 28 or the 4WS control device 29. If a failure has occurred, the shift point correction amount ΔV3 is read (step 26).

As shown in FIG. 4, for example, as shown in FIG. 4, the shift point correction amount ΔV3 increases as the throttle opening increases (θ7> θ6).
...>Θ1> θ0) and a small value, that is, a large absolute value (−γ7 <−γ6 <... <−γ1 <−γ0). That is, as the throttle opening increases, the downshift prohibition region is changed to a lower speed side (lower rotation speed of the output shaft). Therefore, this step 2
Reference numeral 6 corresponds to the manual shift permission area changing means of the first aspect.

Since the engine braking force increases as the throttle opening decreases, a negative determination is made in step 25 or a shift point correction amount ΔV3 is obtained in step 26.
Is read, the shift point correction amount ΔV4 corresponding to the throttle opening is read (step 27). An example of the shift point correction amount ΔV4 is shown in FIG. 5, and the smaller the throttle opening, the smaller the shift point correction amount ΔV4, that is, the larger the absolute value (−δ2 <−δ).
1 <−δ0) is set.

The shift point correction amounts obtained according to the respective conditions are summed up (step 28), and the downshift line is changed according to the total value ΔV. That is, the downshift prohibited area is changed. An example is shown by a chain line in FIG. In the example shown by the dashed line in FIG. 14, the downshift prohibition region is expanded to the low vehicle speed side. Therefore, when the downshift operation is performed in the manual shift mode, the downshift is executed until the vehicle speed becomes lower than usual. Not done. As a result, since the braking force by the engine brake does not become excessive, transitional locking of the wheels can be prevented, and the steering characteristics can be prevented from becoming transiently unstable.

The above-mentioned steering stability improving means such as VSC and 4WS stabilizes the behavior of the vehicle at the time of steering by controlling the engine output, the driving force of each wheel or the turning angle of the rear wheel. And acts to avoid the influence of disturbance on the steering characteristics. Therefore, when the maneuverability improving means does not function effectively due to the failure, it is necessary to control the driving force so as to compensate for the malfunction of the maneuverability improving means. Therefore, when changing the downshift prohibition area as described above, it is preferable to change the downshift prohibition area in a direction in which the steering characteristics at the time of steering are stable, and as described above, the downshift prohibition area is simply shifted to the low vehicle speed side. In addition to the enlargement, the downshift line may be moved to a higher vehicle speed side to reduce the downshift area. For example, if the front wheel drive vehicle is showing an oversteer tendency due to the failure of the stability improving means, by moving the downshift prohibited area to a higher vehicle speed side to increase the front wheel drive force,
Oversteer tendency can be corrected. Therefore, in the present invention, the change of the manual shift permission area when an abnormality occurs in the maneuverability improving means is not limited to the expansion of the downshift prohibition area to the low vehicle speed side.

In a normal stepped automatic transmission for a vehicle, a shift occurs even when the shift range is changed, and the driving force is changed. Since the behavior of the vehicle may be changed by such a range switching operation, instead of the above-described change of the downshift permission region, a range switching permission region is set, and the range switching permission region is set to fail. May be changed.

It should be noted that the present invention is not limited to the above-described control device for an automatic transmission. In short, a transmission capable of fixedly selecting each of a plurality of shift speeds based on a manual operation is provided. The present invention can be applied to a control device targeting. Therefore, the gear train, the hydraulic circuit, and the shift device of the transmission are not limited to those described in the above embodiments. The upshift switch or downshift switch is turned on by the shift lever.
The present invention can be applied to a control device for a transmission including a shift device configured to operate.

Here, among the configurations described above, characteristic configurations other than the configurations described in the claims are listed as follows.

A vehicle control device as claimed in claim 1, wherein the controllability improving means controls the engine output and the individual driving force (braking force) of the wheels to stabilize the behavior during steering.

A vehicle control device according to claim 1, wherein the steering stability improving means is a four-wheel steering device for turning a rear wheel in accordance with a steering angle of a front wheel.

A vehicle control device according to claim 1, wherein the manual shift permission area changing means is means for expanding the downshift permission area to a low vehicle speed side.

A vehicle control device according to claim 1, wherein the manual shift permission area changing means changes the downshift permission area to a high vehicle speed side.

In addition to the configuration described in the first aspect, there is further provided means for detecting the behavior of the vehicle, and the manual shift permission area changing means changes the manual shift permission area to the low vehicle speed side or the low vehicle speed in accordance with the detected behavior of the vehicle. A vehicle control device that changes to a higher vehicle speed.

[0057]

As described above, according to the first aspect of the present invention, if the means for stabilizing the behavior of the vehicle at the time of steering fails and the behavior cannot be positively stabilized, manual shifting is performed. The range in which the shift can be performed is changed, and as a result, the traveling state of the vehicle in which the manual shift can be performed becomes a state suitable for the manual shift. In other words, if the stability at the time of turning is impaired when the manual shift is executed, the manual shift is prohibited, so that the behavior of the vehicle at the time of the manual shift can be stabilized.

[Brief description of the drawings]

FIG. 1 is a flowchart for explaining a control example implemented by a control device of the present invention.

FIG. 2 is a diagram illustrating an example of a map of shift point correction amounts during two-wheel drive.

FIG. 3 is a diagram illustrating an example of a map of shift point correction amounts when a yaw rate is equal to or greater than a set value.

FIG. 4 is a diagram showing an example of a map of a shift point correction amount at the time of a failure of the stability improving means.

FIG. 5 is a diagram showing an example of a map of a shift point correction amount according to a throttle opening.

FIG. 6 is a block diagram conceptually showing a control device according to the present invention.

FIG. 7 is a diagram schematically showing an overall control system of an automatic transmission according to the present invention.

FIG. 8 is a skeleton diagram showing an example of a gear train of the automatic transmission according to the present invention.

FIG. 9 is a partial hydraulic circuit diagram showing a part of a hydraulic circuit of the automatic transmission targeted by the present invention.

FIG. 10 is a diagram showing an engagement operation table of a friction engagement device for setting each shift speed in the automatic transmission.

FIG. 11 is a diagram showing an arrangement of each range position in the shift device.

FIG. 12 is a diagram showing an arrangement of switches for instructing an upshift and a downshift.

FIG. 13 is a flowchart showing a routine for selecting a shift diagram in a manual shift mode executed by the control device according to the present invention.

FIG. 14 is a diagram illustrating an example of a shift diagram adopted in a manual shift mode.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Engine 2 Automatic transmission 17 Electronic control device for automatic transmission 22 Sports mode switch 28 Control device for VSC 29 Control device for 4WS 108 Stability improvement means

Continued on the front page (51) Int.Cl. ⁶ Identification code Agency reference number FI Technical display location // F16H 59:08 (72) Inventor Koji Taniguchi 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation

Claims (1)

[Claims] 1. A control device for a vehicle, comprising: a transmission capable of executing a gear shift based on a manual operation; and a drivability improving means for performing behavior stabilization control during steering. And a manual shift permission area changing means for changing a manual shift permission area in which a manual shift can be executed when the failure detection means detects an abnormality of the drivability improving means. A control device for a vehicle, comprising: