JP2001030804A - Vehicle control device and microcomputer for engine control used therefor - Google Patents

Abstract

PROBLEM TO BE SOLVED: To properly carry out a suspending and restarting of a cruise control in gear shifting during the cruise control. SOLUTION: A transmission 14 having a plurality of speed gear change stage via a friction clutch 13 of pneumatic pressure control type is connected to an engine 10. An engine ECU 30 and a transmission ECU 40 are connected so as to be communicated to each other to carry out a cruise control which maintains a constant running speed of a vehicle. When the engine ECU 30 is required to gear shift, the engine ECU 30 stores cruise execution data indicating that the cruise control is being executed and suspends the cruise control. When the gear shift by the transmission FCU 40 is terminated, the engine ECU 30 allows restarting of cruise control in response to the stored cruise execution data.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle control device for temporarily disengaging a clutch during gear shifting of a transmission and controlling the engine speed in accordance with the operation of the clutch, and an engine control microcomputer used for the same. It is.

[0002]

2. Description of the Related Art In a vehicle having a transmission having a plurality of gears and capable of automatic shifting and configured to transmit the output of an engine to an axle via a friction clutch and a transmission, the friction clutch is disconnected by a microcomputer or the like. Or, an automatic transmission system to be connected has been proposed. This automatic transmission system includes a transmission ECU for controlling the on / off operation of the friction clutch and controlling a gear shift of the transmission, and an engine ECU for controlling an operation state of the engine, and both ECUs can communicate with each other. Connected in state.

[0003] When a gear shift is requested in accordance with a vehicle running state or a driver's will, the transmission ECU shifts the gear after disengaging the friction clutch, and then instructs the engine ECU to control the rotational speed. When the engine speed is controlled in accordance with the speed control instruction, the friction clutch is engaged. At this time, when the engine ECU receives the instruction to control the rotation speed from the transmission ECU, the engine ECU temporarily controls the engine rotation speed to the extent that the clutch can be reconnected.

[0004] Conventionally, in a vehicle equipped with the above automatic transmission system, a cruise control (constant speed traveling control) for maintaining a constant vehicle speed regardless of the operation of an accelerator pedal has been embodied. Cruise control is realized by fuel injection amount control by the ECU.

In such a configuration, when performing a shift operation during cruise control, the engine ECU receives a shift request signal from the transmission ECU,
Cancel cruise control temporarily. Then, the shift operation is performed in a state where the cruise control is temporarily released. Thereafter, when the shift operation is completed and a cruise return request signal is received from the transmission ECU, the engine ECU restarts the cruise control.

The reason for temporarily canceling the cruise control during the shifting operation is as follows. That is, if the cruise control is not temporarily released, the fuel injection amount in the cruise control is calculated with the clutch disengaged by the shift operation, and in this case, naturally, the vehicle speed decreases, so the injection amount for the cruise control increases in the increasing direction. The calculation is performed, and there is no problem because the clutch is disengaged during the shift, but when the clutch is connected after the shift is completed, the vehicle may accelerate against the driver's will.

[0007]

However, in the above prior art, the engine ECU is provided with the transmission E
Since the control returns to the cruise control only by the cruise return request signal from the CU, the cruise control may be erroneously started due to an abnormality on the transmission ECU side or a communication error. That is, even if the cruise control was not performed before the shift operation, the cruise return request signal was erroneously transmitted by the transmission ECU after the shift operation.
If sent from the engine ECU to the engine ECU, unjust cruise control is performed.

SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and has as its object to appropriately interrupt and return cruise control when gear shifting is performed during cruise control. And a microcomputer for controlling the engine used in the vehicle control device.

[0009]

According to a first aspect of the present invention, a first microcomputer for controlling an engine and a second microcomputer for controlling a shift are communicably connected to each other. When receiving a gear shift request during the execution of the cruise control, the microcomputer stores the cruise execution data indicating that the cruise control is being executed, suspends the cruise control, and stops the gear shift by the second microcomputer. After the end of the above, return to the cruise control is permitted according to the stored cruise execution data. In this case, by confirming the cruise execution data, the inconvenience of erroneously executing the cruise control due to a communication error or the like is resolved. As a result, when the gear shift is performed during the cruise control and the cruise control is interrupted, the return to the cruise control after the gear shift is appropriately performed,
As a result, good vehicle running can be realized. At this time, even though the cruise control is not performed before the gear shift, the cruise control is not erroneously performed.

According to the second aspect of the present invention, after the gear shift is performed during the execution of the cruise control, the second microcomputer instructs the first microcomputer to return to the cruise control. Of the cruise control is input from the second microcomputer, and when the cruise execution data is data indicating that the cruise control is being performed, the microcomputer is permitted to return to the cruise control. In this case, since the return to the cruise control is permitted by an AND condition between the cruise control return instruction from the second microcomputer and the cruise execution data, the reliability of the vehicle control is further improved.

In the engine control microcomputer according to a third aspect of the present invention, when a gear shift request of the transmission is received during the execution of the cruise control, cruise execution data indicating that the cruise control is being executed is stored. Then, the cruise control is interrupted, and after the gear shift ends, the return to the cruise control is permitted according to the stored cruise execution data. As a result, similarly to the first aspect, when the gear shift is performed during the cruise control and the cruise control is interrupted, the cruise control after the gear shift is appropriately returned to the cruise control,
As a result, good vehicle running can be realized. At this time, even though the cruise control is not performed before the gear shift, the cruise control is not erroneously performed.

According to the fourth aspect of the present invention, after a gear shift is performed during the execution of the cruise control, an instruction to return to the cruise control is received from another shift control microcomputer, and the cruise execution data is transmitted. When the data indicates that the cruise control is being performed, return to the cruise control is permitted. In this case, since the return to the cruise control is permitted by an AND condition between the cruise control return instruction from another microcomputer and the cruise execution data, the reliability of the vehicle control is further improved.

[0013]

DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described below with reference to the drawings. In the vehicle control system according to the present embodiment, an automobile equipped with a diesel engine and a transmission capable of automatic transmission is controlled, and the engine output is transmitted to the transmission via a clutch. Further, in the vehicle control system, the engine ECU as a first microcomputer that controls the operation state of the diesel engine, and controls the disengagement and connection of the clutch in accordance with the vehicle traveling state and the like, and performs gear shifting of the transmission. Transmission ECU as second microcomputer
And These two ECUs appropriately perform gear shifting and accompanying engine control while the vehicle is traveling, while exchanging information with each other through communication. Further, in the vehicle control system, the engine ECU performs cruise control (constant speed traveling control) for keeping the traveling speed of the vehicle constant. Hereinafter, the configuration and operation will be described in detail.

FIG. 1 is an overall configuration diagram showing an outline of the vehicle control system. In FIG. 1, an engine 10 is a multi-cylinder diesel engine, and fuel supplied from a fuel injection device 11 is injected and supplied to each cylinder. The fuel injection device 11 is, for example, a common rail type fuel injection device,
Fuel stored in a common rail (pressure accumulating pipe) (not shown) in a high pressure state is injected into each cylinder as the electromagnetic injector is driven, and the injected fuel is provided for combustion in each cylinder.
The rotation speed of the engine 10 is detected by, for example, an engine rotation speed sensor 12 provided on a crankshaft (not shown).

A transmission 14 having a plurality of gears is connected to the engine 10 via a pneumatically controlled friction clutch 13. The friction clutch 13 includes a flywheel 15 connected to the output shaft 10a of the engine 10.
And a clutch plate 16 opposed thereto, and the clutch plate 16 is controlled to a position where the clutch plate 16 is pressed against or separated from the flywheel 15 with the driving of the clutch actuator 17. That is, when the clutch actuator 17 shifts from the non-operation state to the operation state, the clutch plate 16 is pressed against the flywheel 15 and the friction clutch 13 changes from the disconnected state to the connected state. When the clutch actuator 17 shifts from the operating state to the non-operating state, the clutch plate 16 separates from the flywheel 15 and
3 changes from the connected state to the disconnected state.

Although the detailed configuration of the clutch actuator 17 is not shown, it generally has the following configuration.
That is, the clutch actuator 17 has, as main components, an electromagnetic on-off valve for intermittently connecting the air passage 19 with the air tank 18 and an air cylinder operated by air pressure supplied through the electromagnetic on-off valve. When the driver operates the clutch pedal, the friction clutch 13
Disconnect. The clutch actuator 17 is
At the time of gear shifting during running of the vehicle, the friction clutch 13 is controlled in accordance with a control signal from a transmission ECU 40 described later.
Disconnect temporarily.

The friction clutch 13 is provided with a clutch touch sensor 20 for detecting the disconnection or connection state of the clutch 13 and an input shaft 14a of the transmission 14, and is provided on the clutch plate 16 side (input shaft). 14a)
And a clutch rotational speed sensor 21 for detecting the rotational speed of the motor.

The transmission 14 is provided with a gear shift actuator 22 which operates according to a control signal from the transmission ECU 40 during gear shifting. The gear shift actuator 22 drives a power cylinder (not shown) by high-pressure working air from the air tank 18, and thereby switches a gear position to a target shift speed. A gear position sensor 23 for detecting a gear position is attached to the transmission 14, and a vehicle speed sensor 24 for detecting a vehicle speed is attached to an output shaft (axle) (not shown) of the transmission 14.

Each of the engine ECU 30 and the transmission ECU 40 includes a well-known logical operation circuit including a CPU, a ROM, a RAM, and an input / output circuit.
30 and 40 are communicably connected to each other. The engine ECU 30 includes the engine speed sensor 1 described above.
2. Each detection signal is input from the clutch touch sensor 20 and the vehicle speed sensor 24, and in addition, a detection signal of an accelerator pedal depression operation amount by an accelerator pedal sensor 25 and a cruise control setting signal by a cruise control switch 28 Is input. The engine ECU 30 controls the amount of fuel injected by the fuel injection device 11 to adjust the output torque and the number of revolutions of the engine 10 during gear shifting of the transmission 14 based on the input detection signals of the sensors. Further, during cruise control, engine ECU 30 adjusts the fuel injection amount so that the current vehicle speed matches the target vehicle speed regardless of the operation of the accelerator pedal, and causes the vehicle to run at a constant speed.

The cruise control switch 28 sets a main switch for setting and changing an operation mode to a constant speed mode capable of executing a constant speed cruise, and sets a vehicle speed when the switch itself is pressed as a target vehicle speed. Set switch to start cruise control, resume switch to resume temporarily released cruise control by operating a brake pedal, etc., and cancel switch to stop cruise control in progress And

On the other hand, the transmission ECU 40 receives respective detection signals from the clutch touch sensor 20, the clutch rotation speed sensor 21 and the gear position sensor 23, and also inputs a selection of a gear position by the shift lever 26. A signal (shift signal) and a detection signal of the operation state of the clutch pedal by the clutch pedal sensor 27 are input. Transmission ECU 40
Operates the clutch actuator 17 to disconnect and connect the friction clutch 13 and operates the gear shift actuator 22 to perform gear shifting based on the input detection signals of the sensors when gear shifting of the transmission 14 is performed. .

In the present embodiment, the shift lever 2
6 is provided with a manual range in which the driver can manually shift the shift position, and an automatic range in which the shift position is automatically switched. In the manual range, up / down (shift up, Shift down) can be operated manually.
In the automatic range, the necessity of gear shifting is determined in accordance with the running state of the vehicle, and gear shifting is performed.

Next, the operation at the time of gear shifting performed by the engine ECU 30 and the transmission ECU 40 will be described with reference to flowcharts of FIGS. 2 to 5 and a time chart of FIG. In FIG. 6, both ECUs 30,
The state of transmission / reception of signals between 40, the transition of the engine speed, the transition of the engine output torque, the on / off state of the friction clutch 13, and the gear shifting operation are shown.

FIG. 2 is a flowchart showing a main routine performed by the transmission ECU 40. In FIG. 2, when a gear shift request is generated according to the vehicle running state (step 100: YES), the transmission E
The CU 40 has three functions: torque reduction, rotation speed instruction, and torque return.
(Steps 110 and 13)
0,150). For example, when the shift lever is in the manual range and the driver manually performs an upshift or downshift operation, or when the shift lever is in the automatic range, the gear shift is performed according to the gear position, accelerator pedal operation amount, vehicle speed, and the like. If so, step 100 is answered affirmatively.

When the above-mentioned three processing modes are sequentially performed during gear shifting, the transmission ECU 40 performs the processing of FIGS. 3 (a), 4 (a) and 5 (a) which will be described later. In response to this, the engine ECU 30 performs the processes of FIGS. 3B, 4B, and 5B, which will be described later, in accordance with an instruction transmitted from the transmission ECU 40. Hereinafter, the processing contents of the above three modes will be described in detail.

First, in the torque reduction mode,
The transmission ECU 40 executes the processing of FIG. That is, in step 111, a torque reduction command indicating that the engine output torque is to be reduced is transmitted to the engine ECU 30. Steps 112 and 11
In step 3, the mode state of the engine ECU 30 and the engine output torque are read based on the signal received from the engine ECU 30. In the following step 114, it is determined whether the torque reduction mode is completed based on the read mode state and the engine output torque. Is determined. If the torque reduction mode is not completed, steps 111 to 114 are repeatedly executed. If the torque reduction mode is completed, the process proceeds to step 115.

In step 115, the clutch actuator 17 is operated to change the friction clutch 13 from the connected state to the disconnected state. Subsequent step 116
Then, the gear shift control is performed by operating the gear shift actuator 22, and then this routine ends.

On the other hand, the engine ECU 30 shown in FIG.
The processing of (b) is executed, for example, every 10 msec. That is, in FIG. 3B, in step 211, it is determined whether or not a torque reduction command has been received from the transmission ECU 40. Then, when the torque reduction command is received, the operation enters the torque reduction mode and performs a torque reduction process (steps 212 and 213).
Actually, the engine output torque is reduced to a predetermined value (for example, 0) by reducing the fuel injection amount by the fuel injection device 11. At this time, the output torque information is sequentially transmitted to the transmission ECU 40.

In the time chart of FIG. 6, after the time t1, the transmission ECU 40 sends the signal to the engine ECU.
30, a torque reduction command is transmitted to the transmission ECU 30 (A1 in the figure).
A signal indicating the entry into the torque reduction mode and a signal indicating the engine output torque are transmitted to U40 (B1 in the figure).
Thereafter, the engine ECU 30 performs a torque reduction process. When the engine output torque decreases to, for example, 0 at time t2, the transmission ECU 40 determines that the torque reduction mode has been completed, and the friction clutch 13 is disconnected. After a very short time, a gear shift is performed. FIG. 6 shows an example in which the gear speed is increased.

In the rotation speed instruction mode, the transmission ECU 40 executes the processing shown in FIG. 4A, first, at step 131, a rotation speed instruction command is transmitted to the engine ECU 30. In step 132, the mode state of the engine ECU 30 is read based on the signal received from the engine ECU 30, and in the following step 133, it is determined whether or not the engine ECU 30 has entered the rotational speed instruction mode from the read mode state. If the vehicle has not entered the rotational speed instruction mode, steps 131 to 133 are repeatedly executed. If the vehicle has entered the rotational speed instruction mode, the process proceeds to step 134.

At step 134, a rotational speed instruction command is transmitted to engine ECU 30 again.
At 35, the engine speed is read based on the signal received from the engine ECU 30. Step 136
Then, the clutch rotational speed is read based on the detection result of the clutch rotational speed sensor 21. Thereafter, in step 137, it is determined whether or not the engine speed and the clutch speed match, and the friction clutch 13 can be reconnected. If clutch connection is not possible, step 13
Steps 4 to 137 are repeatedly executed, and if clutch connection is possible, the routine proceeds to step 138.

In step 138, the clutch actuator 17 is operated to gradually connect the friction clutch 13. In steps 139 to 141, the transmission of the rotation speed instruction command, the reading of the engine rotation speed, and the reading of the clutch rotation speed are performed again. Thereafter, in step 142, it is determined whether the connection of the friction clutch 13 has been completed. If the clutch connection has not been completed, steps 138-1
42 is repeatedly executed, and if the clutch connection has been completed, this routine is terminated as it is.

On the other hand, the engine ECU 30 shown in FIG.
The processing of (b) is executed. That is, in FIG. 4B, in step 231, it is determined whether or not a rotation speed instruction command has been received from the transmission ECU 40.
In step 232, it is determined whether or not the friction clutch 13 is actually disconnected based on the detection signal of the clutch touch sensor 20. Then, only when both of the steps 231 and 232 are YES, the torque reduction mode is canceled in the step 233 and the operation enters the rotation speed instruction mode in accordance with the rotation speed instruction command in the step 234.

Further, at step 235, the number of fuel injections by the fuel injection device 11 is adjusted to control the rotational speed. At this time, the engine speed information is sequentially transmitted to the transmission ECU 40. Then step 2
At 36, it is determined whether or not the clutch connection in the transmission ECU 40 has been completed. If the clutch connection has not been completed, the rotation speed control is continued, and if completed, this routine is terminated as it is.

In the time chart of FIG. 6, after the time t3, the transmission ECU 40 changes to the engine ECU.
30 is transmitted to the transmission ECU 30 (A2 in the figure).
A signal indicating the entry of the rotation speed instruction mode and a signal indicating the engine rotation speed are transmitted to U40 (B2 in the figure). Then, at time t4, it is determined that the engine speed matches the clutch speed and reconnection of the clutch is possible, and the transmission ECU 40 starts clutch connection. After time t4, both the output torque and the engine speed increase with the engagement of the clutch. Then, at time t5
Then, it is determined that the clutch connection has been completed.

Further, in the torque return mode, the transmission ECU 40 executes the processing of FIG.
That is, first, in step 151, a torque return command indicating that the engine output torque is to be restored is output to the engine E.
It is transmitted to the CU 30. In steps 152 and 153, the mode state and the engine output torque of the engine ECU 30 are read based on the signal received from the engine ECU 30, and in the following step 154, the torque return mode is ended based on the read mode state and the engine output torque. It is determined whether or not. If the torque return mode is not completed, steps 151 to 154 are repeatedly executed. If the torque return mode is completed, step 155 is executed.
After transmitting the cruise return request to the engine ECU 30, the routine ends.

The cruise return request in step 155 is an instruction signal for restarting the cruise control when the cruise control is interrupted by a shift request in the cruise control described later.

On the other hand, engine ECU 30 shown in FIG.
The processing of (b) is executed. That is, in FIG. 5B, in step 251, it is determined whether or not a torque return command has been received from the transmission ECU 40. Then, when the torque return command is received, the rotation speed instruction mode is canceled in step 252, and the operation enters the torque return mode according to the torque return command in step 253.

Thereafter, in step 254, the amount of fuel injection by the fuel injection device 11 is controlled to perform a torque return process. In the following step 255, it is determined whether or not the engine output torque has returned to the driver's required value. I do. If step 255 is NO, the torque recovery process is continued, and if step 255 is YES, step 256
After the torque return mode is released with, the routine ends.

In the time chart of FIG. 6, after the time t5, the transmission ECU 40 changes to the engine ECU.
30, a torque return command is transmitted to the transmission EC (A3 in the figure).
A signal indicating the entry into the torque return mode and a signal indicating the engine output torque are transmitted to U40 (B3 in the figure).
Then, the engine output torque is increased by the torque return process, and at time t6, it is determined that the torque return is completed. At this time t6, the transmission EC
A cruise return request is transmitted from U40 to engine ECU 30 (A4 in the figure).

Next, the cruise control performed by the engine ECU 30 will be described with reference to the flowcharts of FIGS. FIG. 7 is a flowchart showing an outline of the cruise control, and FIG. 8 is a flowchart showing a process when a speed change operation is performed during the cruise control, all of which are executed at a predetermined time period (for example, a 4 ms period). Is done.

In FIG. 7, first, at step 301,
It is determined whether or not there has been a cruise complete release request, and in step 302, it is determined whether or not there has been a cruise temporary release request. For example, the vehicle speed is reduced by a predetermined value or more with respect to the target vehicle speed, some abnormality occurs in the system,
When the cruise control switch 28 is cancelled, it is considered that complete cruise release has been requested. If the driver performs the brake operation during the execution of the cruise control, it is considered that the temporary release of the cruise is requested.

If NO in steps 301 and 302, it is determined in step 303 whether the cruise start condition is satisfied. The cruise start condition is that the set switch is turned off when the constant speed mode is set by the main switch of the cruise control switch 28.
N.

If the cruise start condition is satisfied, in step 304, the vehicle speed when the set switch of the cruise control switch 28 is operated is set as the cruise target vehicle speed. In the following steps 305 and 306, the cruise execution flag XCC is set to “1”,
The cruise return permission flag XRS is set to "1".

If the cruise start condition is not satisfied (NO in step 303), it is determined in step 307 whether the cruise return permission flag XRS is "1" and the cruise execution flag XCC is "0". If XRS = 1 and XCC = 0, step 3
At 08, it is determined whether there is a cruise return request. In this case, XRS = 1 and XCC = 0 mean that the cruise control is temporarily released, and if the resume switch of the cruise control switch 28 is turned on in this state, that is, there is a cruise return request. If it is determined that there is no cruise return request, the process proceeds to step 311.

On the other hand, when complete cruise release is requested (YES in step 301), cruise return permission flag XRS is cleared to "0" in step 309, and
At step 310, the cruise execution flag XCC is cleared to "0". If temporary cruise release is requested (YES in step 302), the cruise execution flag XCC is cleared to "0" in step 310.

Thereafter, in step 311, it is determined whether or not the cruise execution condition is satisfied. Specifically, it is determined whether or not the cruise execution flag XCC is “1”. Then, only when the cruise execution condition is satisfied, the fuel injection amount by the fuel injection device 11 is controlled in steps 312 to 315 such that the actual vehicle speed (actual vehicle speed) becomes the set target vehicle speed. More specifically, in step 312,
It is determined whether or not the actual vehicle speed matches the target vehicle speed. In step 313, it is determined whether or not the actual vehicle speed is lower than the target vehicle speed. If the actual vehicle speed is equal to the target vehicle speed, the process ends without increasing or decreasing the fuel injection amount. On the other hand, if the actual vehicle speed <the target vehicle speed, the fuel injection amount is increased and corrected (step 314), and if the actual vehicle speed> the target vehicle speed, the fuel injection amount is decreased and corrected (step 315).

Next, a description will be given, with reference to FIG. 8, of a process in a case where a shift operation is performed during the cruise control. Incidentally, a shift operation is required when the vehicle travels on a slope in the constant speed mode or when the target vehicle speed is increased or decreased during the cruise control.

In FIG. 8, in step 401, it is determined whether or not a shift request signal has been received from the transmission ECU 40. If the shift request signal has been received, in step 402, the state of the cruise execution flag XCC at that time is determined by the engine. It is stored in a memory in the ECU 30. As a result, data (cruise execution data) indicating that the cruise control was being performed when the shift request was received is stored. In the following step 403, the execution of the cruise control is temporarily canceled. That is, the cruise execution flag XCC
Is cleared to “0”.

Thereafter, in step 404, according to an execution request from the transmission ECU 40, processing modes of a torque reduction, a rotation speed instruction, and a torque return for a gear change operation are performed. A series of processes for this shift operation is performed according to the flowcharts of FIGS. 2 to 5 described above.

In step 405, it is determined whether a cruise return request signal has been received from the transmission ECU 40. This cruise return request is transmitted after transmission of a series of processes for shifting operation is completed.
The transmission from the CU 40 to the engine ECU 30 has been described above (step 155 in FIG. 5A). In the following step 406, it is determined based on the cruise execution flag XCC stored in step 402 whether or not cruise control has been performed before the gear shifting operation.

If both steps 405 and 406 are YES, that is, if a cruise return request has been received and cruise control has been performed before the gear shifting operation, step 40
Then, the process proceeds to step 7, where "1" is set in the cruise execution flag XCC to permit return to the cruise control. On the other hand, if any of steps 405 and 406 is NO, this routine ends without permitting the return to the cruise control.

For example, due to an abnormality on the transmission ECU 40 side or a communication abnormality between the two ECUs 30, 40, etc.
Even if the cruise return request is erroneously transmitted to the engine ECU 30, the conventional problem that the cruise control is started against the driver's will is solved. In other words, despite not performing cruise control before gear shifting,
Cruise control is not unfairly performed.

In general, when a gear shift is operated in the manual range during the cruise control, the cruise is not returned after the gear shift. In such a case, the cruise execution flag XCC stored at the start of the shift is set to “1”.
Even in this case, the cruise control request is not transmitted from the transmission ECU 40, so that the cruise control is not unduly performed.

According to this embodiment described in detail above, the following effects can be obtained. When a shift operation is performed during the cruise control, the engine ECU 30 stores the cruise execution flag XCC (cruise execution data) indicating that the cruise control is being performed, suspends the cruise control, and performs the cruise operation after the gear shift ends. Since the return to the cruise control is permitted according to the flag XCC, the return to the cruise control after the gear shift can be appropriately performed, and the good running of the vehicle can be realized.

AND of cruise return request from transmission ECU 40 and cruise execution flag XCC
Since the return to the cruise control is permitted depending on the conditions, the reliability of the vehicle control is further improved.

In particular, the vehicle control system of the present embodiment
The present invention can be suitably applied to a vehicle such as a truck, which has a large transmission torque from the engine to the drive train and is not suitable for employing a fluid torque converter.

The present invention can be embodied in the following forms other than the above. As cruise execution data indicating the state of the cruise control at the time of requesting a gear shift, data of two bits or more may be used. For example, if cruise control is being performed during gear shifting, cruise execution data of "11" is stored. As a result, malfunction due to data destruction (garbled characters) can be avoided.

In the above-described embodiment, the fuel injection amount is controlled when the torque reduction, the rotation speed control, and the torque recovery are performed during the gear shift. Instead, the accelerator opening is controlled. Is also good. In this case, the inconvenience that the accelerator operation against the driver's will is continued after the gear shift is solved.

In the above-described embodiment, the clutch actuator 17 and the gear shift actuator 22 are controlled by pneumatic pressure. However, other configurations may be adopted, such as replacing this with hydraulic control. Further, in addition to diesel engines, application to gasoline engines is also possible.

[Brief description of the drawings]

FIG. 1 is an overall configuration diagram showing an outline of a vehicle control system according to an embodiment of the present invention.

FIG. 2 is a flowchart showing a main routine of a transmission ECU.

FIG. 3 is a flowchart illustrating processing in a torque reduction mode.

FIG. 4 is a flowchart showing processing in a rotation speed instruction mode.

FIG. 5 is a flowchart illustrating a process in a torque return mode.

FIG. 6 is a time chart more specifically showing an operation at the time of gear shifting.

FIG. 7 is a flowchart showing an outline of cruise control.

FIG. 8 is a flowchart showing a process when a shift operation is performed during cruise control.

[Explanation of symbols]

10 engine, 13 friction clutch, 14 transmission, 30 engine ECU (first microcomputer, microcomputer for engine control),
40 ... Transmission ECU (second microcomputer).

 ──────────────────────────────────────────────────続 き Continued on the front page F term (reference) 3D041 AA41 AA66 AA71 AB01 AC11 AC15 AC16 AC18 AD02 AD10 AD18 AD35 AD51 AE07 AE32 3D044 AA11 AA14 AA45 AB01 AC19 AC22 AC26 AD06 AD17 AE15 AE21 3G084 AA01 BA13 FA10 FA33

Claims (4)

[Claims] A first microcomputer for performing at least engine control including cruise control; and a second microcomputer for performing a gear shift of a transmission, wherein the first and second microcomputers are provided. Are communicably connected to each other. When the first microcomputer receives a gear shift request during the execution of the cruise control, the first microcomputer stores cruise execution data indicating that the cruise control is being executed. A vehicle control device for interrupting the cruise control and permitting a return to the cruise control according to the stored cruise execution data after the gear shift by the second microcomputer is completed. A second microcomputer instructs the first microcomputer to return to the cruise control after the gear shift is performed during the execution of the cruise control;
2. The microcomputer according to claim 1, wherein a return instruction for cruise control is input from the second microcomputer, and when the cruise execution data is data indicating that cruise control is being performed, return to cruise control is permitted. Vehicle control device. 3. An engine control microcomputer for performing at least engine control including cruise control, wherein when a request for a gear change of a transmission is received during cruise control, a cruise indicating that cruise control is being performed is provided. An engine control microcomputer for use in a vehicle control device, wherein the cruise control is interrupted by storing execution data, and after the gear shift ends, a return to the cruise control is permitted according to the stored cruise execution data. . 4. An engine control microcomputer communicably connected to another microcomputer for performing a gear shift of a transmission, wherein said another microcomputer is used after the gear shift is performed during the execution of the cruise control. 4. The engine control used in the vehicle control device according to claim 3, wherein a return to the cruise control is permitted when an instruction to return to the cruise control is received from the microcomputer and the cruise execution data is data indicating that the cruise control is being performed. For microcomputer.