JP4597502B2 - Vehicle control device - Google Patents

Vehicle control device Download PDF

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JP4597502B2
JP4597502B2 JP2003345615A JP2003345615A JP4597502B2 JP 4597502 B2 JP4597502 B2 JP 4597502B2 JP 2003345615 A JP2003345615 A JP 2003345615A JP 2003345615 A JP2003345615 A JP 2003345615A JP 4597502 B2 JP4597502 B2 JP 4597502B2
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control
fuel cut
lockup
deceleration
determination
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JP2005113947A (en
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秀昭 山下
昭洋 植木
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本田技研工業株式会社
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Description

  The present invention relates generally to a vehicle control device, and more particularly to a vehicle control device having a torque converter with a lock-up clutch and a fuel cut control device.

  As a conventional automatic transmission for a vehicle, a hydraulic lockup clutch capable of mechanically directly connecting an input shaft and an output shaft thereof is provided in a torque converter, and the lockup clutch is engaged under a certain condition. Increasing the efficiency of torque converters has been done.

  Also, by using this lock-up clutch and engaging the lock-up clutch at the time of deceleration, the reverse driving force from the drive wheel side is transmitted to the engine side to suppress a sudden drop in engine rotation, so that the predetermined speed is reduced. The fuel cut is continued for a long time until the return rotational speed reaches the maximum, thereby improving the fuel consumption.

Japanese Patent Application Laid-Open No. 5-180328 discloses a state in which a deceleration lockup is activated and a lockup clutch cannot be engaged when the time spent in the lockup operation region when the accelerator pedal is on (accelerator pedal depression) is longer than a specified value. Discloses a control device for an automatic transmission that prevents unpleasant shocks caused by fuel cut.
JP-A-5-180328

  In the control apparatus for an automatic transmission described in the above-mentioned publication, it is determined whether or not the deceleration lockup can be operated according to the time spent in the lockup clutch operation region during the accelerator pedal-on traveling. However, in this method, it may not be possible to correctly determine whether the lockup is operable, and there may be a case where the unpleasant shock that is the purpose cannot be prevented.

  In order to compensate for this imperfection, it is necessary to make the determination value of the time spent in the lockup operation area longer than necessary. If the vehicle decelerates during this determination, the lockup clutch is actually engaged. Even when the fuel can be cut, the lock-up clutch is turned off and the fuel consumption may not be improved.

  That is, even in the lockup clutch operating region, it is often impossible to determine whether or not the lockup clutch is engaged according to the engine torque or the rotation state. For example, the lock-up clutch engagement shock is likely to be a problem in the low throttle region, and the lock-up clutch operating hydraulic pressure cannot be increased rapidly. Therefore, it takes time to engage the lock-up clutch even in the lock-up clutch operation region. It is difficult to determine whether or not the lockup clutch is operating in the time spent in the lockup clutch operating region.

  The control device disclosed in the above publication measures the time spent in the lockup clutch operating region when the accelerator pedal is on, but the lockup clutch remains on even when the accelerator pedal is off. Therefore, if the accelerator pedal is off and the lock-up clutch is not counted, the fuel cut opportunity is lost, which is disadvantageous in terms of fuel consumption.

  Further, in the control device described in the above publication, the operation of the lockup clutch is prohibited during deceleration, but the method disclosed in this publication is insufficient. That is, even if the lockup clutch is deactivated at the time of deceleration, the fuel cut is executed, so that the engine speed once decreases greatly and then returns to the fuel cut and rises again. Appears on the display meter, or the backlash of the power train generates a backlash.

  This problem can be avoided by disabling the fuel cut, but depending on the state of the engine, it may be necessary to cut the fuel due to the effect on the exhaust.

  Accordingly, an object of the present invention is to provide a vehicle control device capable of coordinating deceleration lockup and fuel cut control to reduce shock and improve fuel consumption when the lockup clutch is engaged.

According to the first aspect of the present invention, a torque converter with a lock-up clutch provided between the engine and the automatic transmission, a lock-up control device for controlling the engagement state of the lock-up clutch, and at a predetermined deceleration traveling time A vehicle control device including a fuel cut control device that performs fuel cut control, a deceleration determination unit that determines when the vehicle is decelerating and a lockup clutch that is engaged with a predetermined engagement force when the vehicle is decelerating. Deceleration lockup permission determination means for determining that the deceleration lockup control can be permitted, and when the deceleration lockup permission determination means determines that the deceleration lockup control can be permitted, the fuel cut control device is decelerated during traveling. The fuel cut control request signal is output, and the deceleration lockup permission determination means outputs the fuel cut control. If There it is determined not permitted, the control device for a vehicle with a request signal output means for outputting a request signal is not performed fuel cut control during deceleration to the fuel cut control apparatus, the lock-up clutch First determination means for determining that the current hydraulic pressure is greater than or equal to a predetermined value capable of moving the lock-up clutch from the released state to the engaged state ; Second determination means for determining whether or not the predetermined time has continued, and third for determining whether or not a deviation between an actual slip ratio of the lockup clutch and a target slip ratio is within a predetermined deviation. Determination means, and fourth determination means for determining whether or not being within the deviation continues for a second predetermined time, and the determination is affirmed by the first to fourth determination means. When the control device of the vehicle and determines that by the deceleration lock-up permission judging unit is ready to allow the deceleration lock-up control is provided.

Here, the control command signal value is equal to or greater than a predetermined value is a value that allows the current control (hydraulic pressure) command signal value to move the lockup clutch from the released state to the engaged state in the lockup clutch control device. Yes, for example, 1.0 to 1.2 kgf / mm 2 or more. The actual control oil pressure may be directly detected by a hydraulic sensor.

  The first predetermined time is a time required for the lockup clutch to move from the released state to the engaged state, and is 0.5 seconds, for example. Under these two conditions, the control state of the lockup clutch by the actual lockup control device can be reliably grasped, and the deceleration lockup control can be reliably performed without a shock.

According to a second aspect of the present invention, an operating state in which an accelerator pedal for operating the engine speed when the engine is equal to or higher than a predetermined speed is operated to an off side or a temperature state of an exhaust catalyst provided in the exhaust system of the engine. Is equal to or higher than a predetermined temperature , the fuel cut control is executed even when the request signal output means outputs a request signal not to perform the fuel cut control.

  According to the first aspect of the present invention, it is possible to suppress the engagement shock of the deceleration lock-up clutch and improve the fuel consumption. Based on the two conditions relating to the control command signal value, the control state of the lock-up clutch by the actual lock-up control device can be reliably grasped, and the deceleration lock-up control can be reliably performed without a shock. Further, when it is determined by the deceleration lockup permission determination means that the deceleration lockup control cannot be permitted, the fuel cut control is not executed, so that an unpleasant shock caused by the fuel cut can be prevented. .

According to a second aspect of the present invention, an operating state in which an accelerator pedal for operating the engine speed when the engine is equal to or higher than a predetermined speed is operated to an off side or a temperature state of an exhaust catalyst provided in the exhaust system of the engine. Since the fuel cut control is executed when the temperature is equal to or higher than the predetermined temperature , it is possible to suppress the deterioration of the exhaust gas.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a diagram showing a configuration of an automatic transmission mounted on a vehicle according to an embodiment of the present invention and a control device for the automatic transmission, and an automatic transmission 6 is connected to a crankshaft 4 of an internal combustion engine 2.

  The automatic transmission 6 is connected to the crankshaft 4 and includes a torque converter 8 having a pump impeller 8a and a turbine runner 8b, a lockup clutch 10 for connecting the pump impeller 8a and the turbine runner 8b, and an output of the torque converter 8 And a hydraulic control mechanism 14 for controlling the operation of the lockup clutch 10 and the multi-speed transmission gear mechanism 12.

  The hydraulic control mechanism 14 includes an on / off type solenoid valve (hereinafter referred to as “A solenoid valve”) 14 a that switches between engagement and disengagement of the lockup clutch 10, and an A solenoid valve 14 a is turned on, and the lockup clutch 10 is engaged. A duty control type solenoid valve (hereinafter referred to as “B solenoid valve”) 14b for controlling the engagement pressure when in the combined state, and a speed change actuator 14c for controlling the shift position (gear ratio) of the gear mechanism 12; Yes.

  The A solenoid valve 14a, the B solenoid 14b, and the speed change actuator 14c are connected to an electronic control unit (hereinafter referred to as "ECU") 16 for automatic transmission control. The ECU 16 is connected via the A solenoid valve 14a and the B solenoid valve 14b. The engagement state of the lockup clutch 10 is controlled, and the shift position of the multi-stage transmission gear mechanism 12 is controlled via the transmission actuator 14c.

  The automatic transmission 6 is provided with a shift position sensor 18 for detecting the shift position SRTDG of the multi-stage transmission gear 12, and the detection signal is supplied to the ECU 16.

  The output of the engine 2 is transmitted from the crankshaft 4 through the torque converter 8, the gear mechanism 12, and the differential device 20 to the left and right drive wheels 22 and 24 in order to drive them. A vehicle speed sensor 26 for detecting the vehicle speed VP of the vehicle is provided on the output side of the automatic transmission 6, and the detection signal is supplied to the ECU 16.

  The engine 2 includes a throttle valve opening sensor 32 for detecting an opening θTH of a throttle valve 30 provided in the middle of the intake pipe 28, an engine water temperature sensor 34 for detecting an engine cooling water temperature TW, and an engine speed NE. An engine speed sensor 36 for detection is provided, and detection signals from these sensors are supplied to the ECU 16. The engine speed sensor 36 outputs a TDC signal pulse at a predetermined crank angle position every 180 degree rotation of the crankshaft 4 and supplies the TDC signal pulse to the ECU 16.

  Further, a throttle actuator 38 made of, for example, an electric motor is connected to the throttle valve 30, and this throttle actuator 38 is connected to the ECU 16. The ECU 16 is connected to an accelerator opening sensor 40 that detects the amount of depression of the accelerator pedal of the vehicle (hereinafter referred to as “accelerator opening”) APFZ, and the detection signal is supplied to the ECU 16.

  The ECU 16 controls the throttle valve opening θTH in accordance with the accelerator opening APFZ and the like. That is, in the present embodiment, the accelerator pedal and the throttle valve 30 are not mechanically connected, and the throttle valve opening θTH is controlled according to the accelerator opening AP and other operating conditions.

  The ECU 16 is further connected to a selection lever position sensor 42 for detecting a selection lever position for selecting an operation mode of the automatic transmission 6 and a brake switch 44 for detecting depression of a brake pedal. It is supplied to the ECU 16.

  The ECU 16 is connected to an engine control electronic control unit (not shown) that controls the amount of fuel supplied to the engine 2 (opening time of the fuel injection valve), ignition timing, and the like, and transmits control parameter information to each other. It is configured as follows.

  The ECU 16 shapes an input signal from the various sensors described above, corrects the voltage level to a predetermined level, and converts an analog signal value into a digital signal value, and a central processing circuit (CPU). Drive signals to the storage circuit composed of ROM and RAM for storing various calculation programs executed by the CPU, shift maps and calculation results described later, the A solenoid valve 14a, the B solenoid valve 14b, and the transmission actuator 14c. And an output circuit.

  The ECU 16 controls the engagement state, the shift position, and the throttle valve opening θTH of the lockup clutch 10 based on detection signals from various sensors. In addition, the process demonstrated with reference to a flowchart below is performed by CPU of ECU16.

  Referring to FIG. 2, a principle block diagram of the present invention is shown. The vehicle targeted by the control device of the present invention includes a torque converter 8 with a lock-up clutch provided between the engine 2 and the automatic transmission 6, and a lock-up control device 48 that controls the engaged state of the lock-up clutch 10. And a fuel cut control device 50. The lockup control device 48 includes the A solenoid 14a and the B solenoid 14b shown in FIG.

  The vehicle control device according to the present invention has a state in which the deceleration determination means 52 for determining when the vehicle is decelerating, and the lockup control device 48 has a state in which the control command signal value to the engagement side of the lockup clutch 10 is a predetermined value or more. First determination means 54 for determining that a predetermined first predetermined time or more has elapsed is included. The deceleration determination means 52 determines, for example, that the vehicle is decelerating when the throttle valve is off.

The control command signal value is equal to or greater than a predetermined value is a value that allows the current control (hydraulic pressure) command signal value to move the lockup clutch from the released state to the engaged state in the lockup clutch control device. 1.0 to 1.2 kgf / mm 2 or more.

  The first predetermined time is a time required for the lockup clutch to move from the released state to the engaged state, and is 0.5 seconds, for example. With these two conditions relating to the control command signal value, it is possible to reliably grasp the control state of the lockup clutch by the actual lockup control device, and to perform the deceleration lockup control reliably without shock.

  The vehicle control device further determines, based on the determination result of the first determination means 54, whether or not the deceleration lockup control for engaging the lockup clutch 10 with a predetermined engagement force when the vehicle is decelerating can be permitted. A request signal for performing fuel cut control during deceleration traveling to the fuel cut control device 50 when the deceleration lockup permission determination means 58 and the deceleration lockup permission determination means 58 determine that the deceleration lockup control can be permitted. Request signal output means 60 for outputting.

  According to the present invention, based on the determination result by the deceleration lockup permission determination means 58, the deceleration lockup control of the lockup clutch 10 is executed and the fuel cut control at the time of deceleration traveling is performed.

  When the request signal output unit 60 determines that the deceleration lockup permission determination unit 58 cannot permit the deceleration lockup control, the request signal output unit 60 requests the fuel cut control device 50 not to perform the fuel cut control during the deceleration travel. Is output.

  Further, the fuel cut control device 50 may output a request signal for not performing the fuel cut control from the request signal output means 60 when the vehicle is in a predetermined operation state such as when exhaust emission is affected. Execute fuel cut control.

  Preferably, the vehicle control device further includes second determination means 56 for determining that the deviation between the actual slip ratio of lockup clutch 10 and the target slip ratio is within a predetermined deviation. “Within a predetermined deviation” means, for example, a state where the deviation is within 10% and the control is stable. Then, the deceleration lockup permission determination unit 58 determines whether or not the deceleration lockup control is permitted based on the determination results of the first determination unit 54 and the second determination unit 56.

  More preferably, the second determination means 56 elapses for a second predetermined time or more that the deviation between the actual slip ratio of the lockup clutch 10 and the target slip ratio is within a predetermined deviation. Determine what happened. Here, the second predetermined time is a time during which it can be determined that the control is stable, and is set to 2 seconds, for example.

  As a result, it is possible to grasp that the change of the driving state of the vehicle is not large and the control state of the lock-up clutch of the lock-up control device is not a transient state (for example, a state in which release and engagement are repeated). Since the stable state can be surely grasped, the deceleration lockup control can be reliably performed without a shock.

  Hereinafter, a vehicle control method according to an embodiment of the present invention will be described with reference to the flowcharts of FIGS. FIG. 3 shows a processing flow of the deceleration lockup control. First, in step 10 (abbreviated as S10 in the drawing), it is determined whether or not the vehicle speed V is greater than V1. V1 is, for example, 30 to 40 km / h.

  If it is determined that the vehicle speed V is greater than V1, the routine proceeds to step 11 where it is determined whether or not the accelerator pedal is off. If the accelerator pedal is off, the routine proceeds to step 12 where it is determined whether or not the engine speed Ne is greater than Ne1. Here, Ne1 is, for example, 1200 to 1300 rpm, and is set slightly higher than the idling speed.

  If it is determined at step 12 that the engine speed Ne is greater than Ne1, the routine proceeds to step 13 where it is determined whether or not the input shaft speed NM of the automatic transmission 6 is greater than NM1. NM1 is, for example, 1200 to 1300 rpm.

  If it is determined in step 13 that the input shaft speed NM is greater than NM1, the process proceeds to step 14 to determine whether the deceleration lockup permission flag is 1, that is, whether the permission flag is set.

  If it is determined in step 14 that the deceleration lockup permission flag is 1, the routine proceeds to step 15 where the lockup control device 48 is operated to execute deceleration lockup control. On the other hand, if the determinations in steps 10 to 14 are negative, the process proceeds to step 16 and the process is terminated without performing deceleration lockup control.

  If the deceleration lockup control is performed when the determination in step 14 is negative, a shock is generated when the lockup clutch is engaged, or the lockup clutch cannot be engaged for a considerably long time.

  During this long period of time, the lock-up control device increases the hydraulic pressure in an attempt to engage the lock-up clutch, and a sudden increase in hydraulic pressure causes a large shock at the time of actual engagement. According to the deceleration lockup control of the present invention, such a fastening shock can be reliably suppressed.

Next, the deceleration lockup permission determination process will be described with reference to the flowchart of FIG. First, in step 20, it is determined whether or not the current hydraulic pressure of the lockup clutch is greater than or equal to a predetermined value. If it is equal to or greater than the predetermined value, the routine proceeds to step 21 where it is determined whether or not the timer 1 has elapsed a predetermined time. This predetermined time is set to 0.5 seconds, for example.

  If it is determined in step 21 that the predetermined time has elapsed, the process proceeds to step 22 to determine whether or not the deviation between the actual slip ratio of the lockup clutch and the target slip ratio is within a predetermined deviation. Determine whether.

  If it is determined in step 22 that the slip ratio deviation is within the predetermined deviation, the process proceeds to step 23 to determine whether or not the timer 2 has elapsed a predetermined time. The predetermined time of the timer 2 is set to 2 seconds, for example.

  If it is determined in step 23 that the timer 2 has elapsed, the process proceeds to step 24 to determine whether or not a deceleration lockup control command signal has been issued. If the determination in step 24 is affirmative, the process proceeds to step 25 to set the deceleration lockup permission flag to 1. That is, a deceleration lockup permission flag is set. The deceleration lockup permission flag obtained in step 25 is used in step 14 of the flowchart of FIG.

  If the determination in step 20 is negative, timer 1 is set in step 26, and timer 2 is set in step 27. These timers 1 and 2 are subtraction timers, respectively. As described above, timer 1 is set to 0.5 seconds, for example, and timer 2 is set to 2 seconds.

  If the determinations in steps 21 to 24 are negative, the process proceeds to step 28 to determine whether or not the operation of the lockup clutch is prohibited. That is, it is determined whether or not there is a failure in an AT-related part such as a solenoid or a sensor. If there is a failure, the operation of the lockup clutch is prohibited.

  When the operation of the lockup clutch is not prohibited, the routine proceeds to step 29, where it is determined whether or not the lockup clutch is in the operation region. If it is determined in step 29 that the lockup clutch is in the operating region, the process proceeds to step 30 to determine whether the deceleration lockup permission flag is 1 or not.

  When it is determined that the deceleration lockup permission flag is 1, the routine proceeds to step 31, where it is determined whether or not the hydraulic pressure command value is equal to or lower than the hydraulic pressure command value corresponding to the lockup clutch off. If the determination in step 31 is negative, the process proceeds to step 32 and the timer 3 is set to a predetermined time, for example, 1 second.

  If the determination in step 31 is affirmative, it is determined whether or not the timer 3 has elapsed a predetermined time, for example, whether or not 1 second has elapsed. If it is determined in step 33 that the timer 3 has elapsed, the process proceeds to step 34 to set the deceleration lockup permission flag to 0. On the other hand, if the determination in step 33 is negative, this process ends.

  In the deceleration lockup permission determination flow described above, the timer 2 may be omitted. In this case, it is preferable to set the predetermined time of the timer 1 to 2 seconds, for example.

  Next, the fuel cut process during deceleration will be described with reference to the flowchart of FIG. First, at step 40, it is determined whether or not the throttle is off. When it is determined that the throttle is off, the routine proceeds to step 41, where it is determined whether or not the forced fuel cut condition is satisfied.

  The forced fuel cut condition includes a case where the accelerator pedal is operated to the off side after the engine speed exceeds 5000 rpm and a case where the temperature of the exhaust catalyst is equal to or higher than a predetermined temperature. If it is determined in step 41 that the forced fuel cut condition is not satisfied, the process proceeds to step 42 to determine whether the air conditioner is operating.

  If it is determined that the air conditioner is not in operation, the routine proceeds to step 43, where it is determined whether or not the engine speed Ne is greater than Ne2. Here, Ne2 is 1300-1400 rpm, for example.

  If it is determined in step 42 that the air conditioner is in operation, the routine proceeds to step 44, where it is determined whether or not the engine speed Ne is greater than Ne3. Here, Ne3 is 1800-1900 rpm, for example.

  When step 43 and step 44 are affirmation determination, it progresses to step 45 and it is determined whether there exists a fuel cut prohibition request. This fuel cut prohibition request is output when the deceleration lockup permission flag is 0 in the flowchart of FIG.

  If it is determined in step 45 that there is no fuel cut prohibition request, that is, if the deceleration lockup permission flag is determined to be 1, the routine proceeds to step 46 where the fuel cut control device 50 sends a fuel cut to the fuel cut control device 50. A request signal is output and fuel cut is executed.

  If step 40, step 43, and step 44 are negative, the process proceeds to step 47, and the process is terminated without executing fuel cut. If it is determined in step 45 that there is a request for prohibiting fuel cut, that is, if the deceleration lockup permission flag is 0, the routine proceeds to step 47 where fuel cut control is performed from the request signal output means 60 to the fuel cut control device 50. Outputs a request signal not to execute.

  On the other hand, if it is determined in step 41 that the forced fuel cut condition is satisfied, the routine proceeds to step 48 where the forced fuel cut is executed. In this case, the forced fuel cut control is executed even if the request signal output means 60 outputs a request signal for not performing the fuel cut control.

  That is, when the engine speed exceeds 5000 rpm, the accelerator pedal is greatly depressed. When the accelerator pedal is operated to the off side after the engine speed exceeds 5000 rpm, exhaust deterioration is predicted and step 48 is performed. Perform a forced fuel cut with.

  In addition, forced fuel cut takes into account the temperature state of the exhaust catalyst (catalyzer) provided in the exhaust system of the engine. If the temperature is higher than a predetermined temperature at which the catalyst may be deteriorated, the forced fuel cut is performed. Execute.

It is a figure which shows the structure of the automatic transmission mounted in the vehicle which concerns on this invention embodiment, and its control apparatus. It is a block diagram which shows the principle structure of this invention control apparatus. It is a flowchart of the deceleration lockup control process of this invention embodiment. It is a flowchart of the deceleration lockup permission determination process of this invention embodiment. It is a flowchart of the fuel cut process at the time of deceleration of this invention embodiment.

Explanation of symbols

2 Engine 6 Automatic transmission 8 Torque converter 10 Lock-up clutch 12 Multi-speed gear mechanism 14 Hydraulic control mechanism 16 Electronic control unit (ECU)
26 Vehicle speed sensor 28 Intake pipe 32 Throttle valve opening sensor 36 Engine speed sensor 40 Accelerator opening sensor

Claims (2)

  1. A torque converter with a lock-up clutch provided between the engine and the automatic transmission, a lock-up control device for controlling the engagement state of the lock-up clutch, and a fuel cut control device for performing fuel cut control during predetermined deceleration traveling A vehicle control device comprising:
    Deceleration determination means for determining when the vehicle is decelerated,
    Deceleration lockup permission judging means for judging that deceleration lockup control for fastening the lockup clutch with a predetermined fastening force during deceleration traveling of the vehicle can be permitted;
    When it is determined by the deceleration lockup permission determination means that the deceleration lockup control can be permitted, a request signal for performing fuel cut control during deceleration traveling is output to the fuel cut control device, and the deceleration lockup is performed. Control of a vehicle comprising request signal output means for outputting a request signal not to perform fuel cut control during deceleration traveling to the fuel cut control device when the fuel cut control is determined not to be permitted by the permission determination means. In the device
    First determination means for determining that a current hydraulic pressure of the lockup clutch is equal to or greater than a predetermined value capable of moving the lockup clutch from a released state to an engaged state;
    Second determination means for determining whether or not the state where the hydraulic pressure is equal to or greater than the predetermined value is continued for a first predetermined time;
    Third determination means for determining whether or not a deviation between an actual slip ratio of the lock-up clutch and a target slip ratio is within a predetermined deviation;
    A fourth determination means for determining whether or not the deviation is continued for a second predetermined time,
    The vehicle control apparatus according to claim 1, wherein when the determination is affirmed by the first to fourth determination means, the deceleration lockup permission determination means determines that the deceleration lockup control is permitted .
  2. In the fuel cut control device, an operating state in which an accelerator pedal for operating the engine speed when the engine is equal to or higher than a predetermined speed is operated to an off side or a temperature state of an exhaust catalyst provided in an exhaust system of the engine is predetermined. 2. The vehicle control device according to claim 1, wherein when the temperature is higher than the temperature, the fuel cut control is executed even if the request signal output means outputs a request signal not to perform the fuel cut control. .
JP2003345615A 2003-10-03 2003-10-03 Vehicle control device Active JP4597502B2 (en)

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Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4923836B2 (en) * 2006-08-10 2012-04-25 トヨタ自動車株式会社 Control device for vehicle equipped with automatic transmission equipped with lock-up clutch, control method, program for realizing the method, and recording medium recording the program

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH02118265A (en) * 1988-10-27 1990-05-02 Mazda Motor Corp Device for controlling vehicle
JPH03262734A (en) * 1990-03-13 1991-11-22 Mazda Motor Corp Control device for power unit
JPH0439131A (en) * 1990-06-04 1992-02-10 Mazda Motor Corp Coupling force control device for hydraulic coupling including engine output control
JPH05180328A (en) * 1992-01-07 1993-07-20 Japan Electron Control Syst Co Ltd Control device for vehicular automatic transmission
JPH0953719A (en) * 1995-08-09 1997-02-25 Toyota Motor Corp Slip control device for direct connection clutch for vehicle
JPH1178618A (en) * 1997-09-05 1999-03-23 Nissan Motor Co Ltd Control device for continuously variable transmission
JP2002349694A (en) * 2001-05-29 2002-12-04 Mitsubishi Motors Corp Automatic transmission direct-coupled clutch controller

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH02118265A (en) * 1988-10-27 1990-05-02 Mazda Motor Corp Device for controlling vehicle
JPH03262734A (en) * 1990-03-13 1991-11-22 Mazda Motor Corp Control device for power unit
JPH0439131A (en) * 1990-06-04 1992-02-10 Mazda Motor Corp Coupling force control device for hydraulic coupling including engine output control
JPH05180328A (en) * 1992-01-07 1993-07-20 Japan Electron Control Syst Co Ltd Control device for vehicular automatic transmission
JPH0953719A (en) * 1995-08-09 1997-02-25 Toyota Motor Corp Slip control device for direct connection clutch for vehicle
JPH1178618A (en) * 1997-09-05 1999-03-23 Nissan Motor Co Ltd Control device for continuously variable transmission
JP2002349694A (en) * 2001-05-29 2002-12-04 Mitsubishi Motors Corp Automatic transmission direct-coupled clutch controller

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