JPH02195070A - Vehicle controller - Google Patents

Abstract

PURPOSE:To improve safety in driving a vehicle by shifting into a given position, regardless of the shift pattern selected by a driver, when an abnormal operating condition of a throttle valve is found. CONSTITUTION:An electronic control unit 8 for throttle control controls the opening of a throttle valve 110 through a step motor 120 based on the signals from an engine speed sensor 170, a throttle sensor 130, wheel speed sensors 611 - 614 and an accelerator sensor 702. An electronic control unit 9 for auto matic transmission control inputs the signals from the throttle sensor 130, an output speed sensor 302 and a shift lever 703 and regulates an automatic trans mission 3 to the shifting position corresponding to the shifting pattern selected by a driver. When the control unit 8 judges an abnormal operating condition in the throttle valve 110 and outputs a failure signal, it shifts into a given position for prevention of rapid acceleration and deceleration. It is thus possible to ensure safety in driving.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a control device for a vehicle equipped with an engine equipped with a throttle valve whose opening is adjusted by a motor.

[Conventional technology] Conventionally, in an engine equipped with a throttle valve whose opening is adjusted by a motor, if the operating state of the throttle valve is abnormal, the fuel supply to the engine is stopped, ignition is stopped, or the throttle valve is driven. 2. Description of the Related Art There is a known fail-safe technology that prevents an engine from overspeeding by cutting off power to a motor and fully closing the throttle valve using a return spring provided in the throttle valve. (For example, JP-A-Sho [Problem to be solved by the invention])

By the way, in the above-mentioned fail-safe technology that cuts off the power to the motor, if the throttle valve itself becomes stuck (locked) in the open state in the intake pipe, the throttle valve will not close even if the power is cut off. There is a risk that the engine will overspeed.

Furthermore, simply stopping the fuel supply or stopping the ignition will cause the engine's torque to drop rapidly, so while the engine can prevent overspeeding, it can cause a big shock to the vehicle while it is running. , and a sudden deceleration occurs, which causes extreme discomfort to the driver.In some cases, the sudden deceleration also poses a problem with respect to the running safety of the vehicle.

In other words, the above-mentioned fail-safe technology alone is insufficient to ensure sufficient vehicle running safety.

SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a vehicle control device that can sufficiently ensure vehicle running safety.

[Means for Solving the Problems] In order to achieve the above object, as shown in FIG. 5, the present invention includes an engine mounted on a vehicle, an automatic transmission connected to the engine, and an automatic transmission connected to the engine. a gear position adjusting means provided in the engine for adjusting the gear position of the automatic transmission; a throttle valve provided in the intake pipe of the engine; and adjusting an opening degree of the throttle valve connected to the throttle valve. a motor for controlling the throttle valve; a throttle control means for controlling the motor to adjust the opening degree of the throttle valve to a desired degree; an abnormality determination means for determining an abnormality in the operating state of the throttle valve; If it is not determined to be abnormal by means,
The gear position adjustment means is controlled to adjust to a gear position according to the gear change pattern selected by the driver, and if the abnormality determination means determines that there is an abnormality, the gear position is adjusted to a predetermined gear position regardless of the gear change pattern. and a transmission control means for controlling the gear position adjusting means to adjust the gear position.

[Effect]

According to the above configuration, when the operating state of the throttle valve is not determined to be abnormal by the abnormality determining means, the gear position adjusting means of the automatic transmission connected to the engine is adjusted according to the pattern selected by the driver. On the other hand, in a state in which the operating state of the throttle valve is determined to be abnormal, the gear position adjusting means is controlled to reach a predetermined gear position regardless of the above-described pattern.

〔Example〕

Embodiments of the present invention will be described below based on the drawings.

FIG. 1 is a schematic configuration diagram schematically showing the configuration of a vehicle to which an embodiment of the present invention is applied.

The engine mounted on the vehicle is a spark ignition gasoline engine, and is a 4-stroke, 4-cylinder type engine. This engine 1 has a throttle body 101. Surge tank 102. An intake pipe 105 consisting of an intake manifold 103 and the like is connected, and air is taken into the engine l through this intake pipe 105. A throttle valve 110 is provided in the intake passage of the throttle body 101, and the amount of intake air taken into the engine 1 is adjusted by the throttle valve 110.

The throttle valve 110 is connected to a step motor 120 provided on the throttle body 101, and its opening degree is almost continuously adjusted by the step motor 120. A throttle sensor 130 is also coaxially connected to the throttle valve 110, and the throttle sensor 130 outputs an electrical signal proportional to the throttle opening.

The surge tank 102 is provided with a pressure sensor 140 for detecting the intake pressure downstream of the throttle valve 110, the intake manifold 103 is provided with a magnetic fuel injection valve 150, and a feeder pump (not shown) is provided. Gasoline is pressure-fed through the injection valve 150 and the pressure is regulated by a pressure regulating valve (not shown).
The amount is injected and supplied in synchronization with the engine rotation according to the load, engine rotation speed, warm-up state, etc.).

Therefore, the air sucked through the intake pipe 105 and this fuel are sucked into each cylinder of the engine 1 in a mixed state.

The engine 1 is provided with a spark plug 160 for each cylinder, and when the intake air-fuel mixture is compressed by a piston (not shown), it is ignited by the spark plug 160, and the air-fuel mixture explodes.

The second explosion pushes the piston down, causing the crankshaft connected to it to rotate. Note that the exhaust gas after the explosion is released into the atmosphere through an exhaust pipe (not shown).

The engine 1 is also provided with an engine rotation sensor 170 that outputs a pulse signal every time the crankshaft rotates by a predetermined angle, and a water temperature sensor 180 that detects the temperature of engine cooling water. .

Furthermore, engine 1 automatically shifts gears via torque converter 2! (AT) 3 is connected, and in this AT 3, the rotation sent from the crankshaft of the engine 1 via the torque converter 2 is decelerated (in some cases) by the reduction ratio determined by the automatically selected gear stage. is accelerated). The ATS is provided with a hydraulic path switching solenoid 301 for adjusting the gear stage of the AT3.

Note that AT3 having such a switching solenoid 301
Since this is known from Japanese Patent Laid-Open No. 61-71230, a detailed explanation will be omitted here. Further, an output shaft rotation sensor 302 is provided on the output shaft side of the ATS to detect the rotation speed of the output shaft of the AT 3 to determine the vehicle speed.

The rotation reduced by the AT3 as described above is transferred to the drive shaft 4. The left and right drive wheels (left rear wheel) 601. (Right rear wheel) 602, and thus the drive wheels 601 and 602 rotate.

The driving wheels 601, 602 and the driven wheel (left front wheel) 60
3. (Right front wheel) 604 is provided with wheel speed sensors 611, 612, 613, 614 for detecting the speed of each wheel.

Throttle sensor 130 described above. Engine rotation sensor 1
70. Wheel speed sensors 611, 612, 613, 614 and an accelerator pedal 7 that can be operated by the driver inside the vehicle.
A throttle control electronic control unit (throttle control electronic control unit) controls the step motor 120 so that the opening degree of the throttle valve 110 becomes a desired opening degree based on a signal from an accelerator pedal 702 that outputs an electric signal proportional to the operation amount of the throttle valve 110. ECU) 8 is provided, and the central processing unit 1-
(CPU) 801 and read-only memory (ROM) 8
02, a random access memory (RAM) 803, a special circuit 804, an input/output board (10) 805, and a pass line 806.

Further, a signal from the throttle sensor 130, a signal from the output shaft rotation sensor 302, and a shift lever 703 for AT operation operated by the driver in the vehicle interior.
The hydraulic path switching solenoid 301 is operated so that the gear position of the AT 3 is set to a predetermined one based on a shift signal from the AT 3 and a fail signal output when the operating state of the throttle valve 110 from the throttle ECU 3 is determined to be abnormal. Automatic transmission control electronic control unit (AT-ECU)
)9 is also provided, and the same <C
PU901, ROM902, RAM903 and drive circuit 9
04, l10905, and a pass line 906.

Further, a signal from the throttle sensor 130, a signal from the pressure sensor 140, a signal from the engine rotation sensor 170, a signal from the water temperature sensor 180, and the throttle ECU 3
Also includes a fuel electronic control unit (fuel ECU) 10 that controls the fuel injection valve 150 based on a fail signal from the throttle ECU 3. Similar to AT-ECU9, CPU100I, ROM1002. RAM100
3° drive circuit 1004. l101005. pass line 1
It consists of 006.

Although not shown, there is also an ignition electronic control unit with a similar configuration that controls ignition timing, and controls the ignition timing of each spark plug 160 to the optimal timing determined by intake pressure, rotation speed, etc. do.

Next, based on FIG. 2, the CPU 80 of the throttle ECU 3
The processing performed in step 1 will be explained.

First, when processing is started based on a predetermined interrupt command,
In step 2001, data obtained from signals from each sensor sequentially input via l10805 (accelerator operation amount AA, engine speed Ne, throttle distance TA, driven wheel speed FR, VFL, driving wheel speed VRR,
VRL). In the following step 2003, the throttle valve 110 is moved by the step motor 120.
Determine whether or not the operating state is abnormal. Specifically, the target throttle opening TA is compared with the actual throttle opening TA, and an abnormality is detected if the opening difference continues to be more than a predetermined opening (for example, 1°) for a predetermined period of time (for example, 500 m5). I judge that. If it is determined in step 2003 that there is no abnormality, the process proceeds to step 2005.
The current target throttle angle TA is determined from a map previously stored in the ROM 802 according to the accelerator operation amount AA and engine rotational speed Ne taken in at step 001.

Set. Next, in step 2007, the current slip ratio S is calculated from the driven wheel speed VF and the driving wheel speed VR based on the following equation.

S= (VR-VF)/VR In the following step 2009, it is determined whether the calculated slip ratio S is larger than a predetermined target slip ratio so, and if S>So, the process proceeds to step 2゜11 where the slip ratio is calculated. Difference between the calculated slip rate S and the target slip rate S0 (SSo)
Set the corrected opening degree T A + according to. In addition, the corrected opening degree TA is set so that the corrected opening angle TA becomes larger as (S-3,) increases according to (S-80).
It is stored in M802 in advance as a map.

Then, in step 2013, the target throttle opening degree TA is corrected using the corrected opening degree TA obtained as described above, and the target throttle opening degree is reset, and then the process proceeds to step 2o15.

In addition, if S>S is not satisfied, step 2015 is bypassed from step 2009 to step 201/1.2013.
Proceed to.

In step 2015, the throttle fail flag Fth is cleared to O in response to the fact that the operating state of the throttle valve 110 is determined to be normal in step 2003.

On the other hand, if it is determined in step 2003 that the operating state of the throttle valve 110 is abnormal, the process proceeds to step 2019 and the target throttle opening degree TA is determined.

is set to O, the throttle fail flag FLh is set to 1 in step 2021, and the process proceeds to step 2017.

In step 2017, the step motor 120 is driven according to the difference so that the target throttle opening TA set as described above and the current throttle opening TA match, and then the process ends. In addition,
The specific process of step 2017 is disclosed in Japanese Patent Application Laid-open No. 63-143.
Publication No. 357.

JP-A-63-144358, JP-A-63-14
Since it is publicly known in '3359 and JP-A-63-147948, it will be omitted here.

According to the above-described process, a drive signal is applied from the drive circuit 804 to the step motor 120, and the throttle valve 110 is controlled to the throttle opening corresponding to the accelerator operation amount and the running state of the vehicle during normal operation. Further, in this process, a drive signal is given to the step motor 120 to reduce the throttle opening to 0 in the event of an abnormality.

Note that in the above process, the throttle fail flag F
If th = 1, the throttle ECU 3 to AT-ECU 9. Regarding fuel ECUI Q? A fail signal indicating that the operating state of the throttle valve 110 is abnormal is output.

Next, based on Fig. 3, AT-ECU9 (7) CPU90
The processing performed in step 1 will be explained.

First, when processing is started based on an interrupt command every predetermined time, in step 3001, data etc. (throttle opening TA, output shaft rotation Speed No., Shift Range.

fail signal). In the following step 3003, it is determined whether the shift range of the shift lever 703 is set to parking P, and if it is in the parking P position, the gear stage is set to neutral N in step 3005.

If the shift range is other than parking P and the process proceeds to step 3007, the fail flag F is set in the throttle ECU 3.
The fail signal is set to throttle ECU3.
If F'th≠1 and no fail signal has been sent, step 3009
Proceed to. In step 3009, a shift pattern is selected according to the shift range selected by the driver. The shift patterns shown in Fig. 4 (A), (B), (
As shown in C), drive (D range), second (S range)
ROM90 corresponding to range) and low (L range)
It is stored in 2.

In the following step 3011, a gear position is set according to the vehicle speed (■■) obtained from the signal from the output shaft rotation sensor 302 and the throttle opening degree TA from the selected shift pattern.

If F = 1 and a fail signal is being sent, the process advances from step 3007 to step 3013, and in step 3013, using the fail shift pattern (Fig. 5) stored in advance in the ROM 902, The gear stage is set according to the vehicle speed vv.

In step 3015, the hydraulic path switching solenoid 301 is driven in accordance with the set gear position so that the gear position Ar1 is adjusted to the gear position set as described above, and then this process ends.

Therefore, according to the above processing, when the operating state of the throttle valve 110 is not determined to be abnormal, it is determined based on the vehicle speed vv and the throttle opening TA based on the shift pattern selected according to the shift range selected by the driver. The switching solenoid 301 is controlled so that Ar1 is adjusted to the selected gear position, and when the operating state of the throttle valve 110 is determined to be abnormal, the shift is determined by the vehicle speed Vv regardless of the shift range selected by the driver. The switching solenoid 301 is controlled so that Ar1 is adjusted in stages. As can be seen from FIG. 5, when the operating state of the throttle valve 110 is abnormal, when the vehicle speed vv is 30 km/h or less, the neutral
30) At a vehicle speed v exceeding am/h, as the vehicle speed vv increases, the gear is switched to a gear with a smaller reduction ratio.Especially at 1001an/h or more, the gear is switched to an overdrive gear (0/D), which is the gear with the smallest reduction ratio. ) is set.

In addition, in the above process, the vehicle speed ■■ is obtained using the signal from the output shaft rotation sensor 302, and the vehicle speed ■■
was used to set the gear stage, but the drive wheel speed sensor 611,
The vehicle speed may be obtained from the signal from the driven wheel speed sensor 612 and the gear stage may be set based on this vehicle speed.
, 614 may be used to obtain the vehicle speed in the same way as described above.

In addition, when the operating state of the throttle valve 110 is abnormal, the vehicle speed v
Although the gear position is set according to (2), the gear position may be set according to the engine rotation speed Ne.

Next, based on FIG. 6, the CPU 1001 of the fuel ECUIO
The processing performed in will be explained.

First, when processing is started based on an interrupt command for each predetermined rotation angle, in step 6001 data (throttle opening degree TA) obtained from signals from each sensor etc. sequentially inputted via l101005.

Intake pressure P, engine speed Ne, water temperature THW.

fail signal). In the following step 6003, it is determined whether the fail flag F is set to 1 in the throttle ECU 3 and a fail signal is being sent from the throttle ECU 3. If Fth≠1 and a fail signal is not being sent, step 6005 is performed. The process takes a detour and proceeds to step 6007.

In addition, if F = 1 and a fail signal has been sent, step 6005 determines the current engine speed Ne.
It is determined whether the rotation speed is equal to or greater than a predetermined value N+ (for example, 1500 rpm), and if it is equal to or greater than the predetermined value N3, all subsequent steps are bypassed and the present process is terminated. Conversely, if it is less than N1, the process proceeds to step 6007 as in the case of F'th≠1.

Proceeding to step 6007, the basic injection time Tp is set from a map in the ROM 1002 based on the intake pressure P and the engine speed Ne. Next, in step 6009, a correction coefficient determined by the water temperature THW and throttle opening TA, a correction value determined by an air-fuel ratio feed/punk correction coefficient, etc. according to a signal from an air-fuel ratio sensor (not shown), and an invalid value determined according to the battery voltage are determined. Injection time TV and basic injection time T.

is corrected to determine the current output injection time TAU.

TAU=T, X (1+K)+T.

The output injection time TAU determined as described above is outputted to the drive circuit 1004 in step 6011, and the present process ends.

Therefore, according to the above process, when the operating state of the sterettle valve 110 is not abnormal, or when the throttle valve 110
Even if the operating state of the engine 1 is abnormal, when the engine rotational speed Ne is a low value, the amount of fuel commensurate with the operating state of the engine 1 at that time is synchronized with the engine rotation and the fuel injection valve 15 is injected.
0 to the engine 1. However, if the operating state of the throttle valve 110 is abnormal and the engine speed Ne is higher than a predetermined value, no signal is output to the drive circuit 1OO4, so the drive circuit 1004 sends a drive pulse to the fuel injection valve 150. is not supplied and no fuel injection is performed.

That is, in this process, fuel is cut and combustion in the engine 1 is stopped when the throttle valve 110 is in an abnormal operating state and the engine speed is high.

According to the series of processes in the embodiment described above, the throttle E
When the CU3 determines that the operating state of the throttle valve 110 is abnormal, the AT-ECtJ9 responds to the abnormality and shifts the AT3 to a gear position determined according to the vehicle speed vv, which is unrelated to the shift pattern selected by the driver. In particular, at low speeds below 30 km/h, the gear is set to neutral, at speeds above 30 km/h, the high speed gear is set to a gear with a small reduction ratio, and at speeds above 100) an/h, the gear is set to the lowest gear. The reduction ratio is set to 0/D.

Further, the fuel ECUIO also responds to the abnormality and cuts fuel to stop combustion in the engine 1 when the engine rotational speed Ne is equal to or higher than a predetermined value N+ (1500 rpm).

Therefore, when the driver has set the shift lever 703 in the D range and has stepped on the foot brake (not shown) to stop the throttle valve 110, the operating state of the throttle valve 110 becomes abnormal (for example, the opening degree T A of the throttle valve 110 is stopped).

(wider opening), the gear position of the AT3 is set to neutral by a fail signal from the throttle ECU 3, so it is possible to prevent the vehicle from starting suddenly.
Further, when the rotational speed Ne becomes 150Q rpm or more, fuel is cut and combustion is stopped, so that it is possible to prevent the engine 1 from falling into an overspeed state.

Also, the driver moves the shift lever 703 to D range.

Set the vehicle speed to 3 in S range, L range, or R range.
Even if the operating state of the throttle valve 110 becomes abnormal while the vehicle is running at a low speed of 0 km/h or less,
ATS by fail signal from throttle ECU3
Since the gear position is set to neutral, it is possible to prevent the vehicle from suddenly accelerating or decelerating, and it is possible to stop the vehicle smoothly by the driver's brake operation.Furthermore, by cutting fuel, engine 1 can be prevented from overspeeding. can also be prevented.

Furthermore, if the operating state of the throttle valve 110 becomes abnormal while the vehicle is running at a vehicle speed exceeding 30 cm/h, the gear position with a smaller reduction ratio is selected if the vehicle speed is high. Therefore, sudden acceleration and deceleration in the high vehicle speed range can be suppressed, and since the gear is a gear with a small reduction ratio, the driving force transmitted from the engine 1 to the drive wheels 601 and 602 is small, and the vehicle speed can be controlled by the driver's brake operation. can be easily lowered. Then, as the vehicle speed decreases, the gear changes to one with a larger reduction ratio, but if the engine rotation speed Ne is 150 Orpm or more, fuel is cut, so the engine brake is applied at the same time.
It becomes possible to smoothly reduce the vehicle speed to 30 km/h or less, and thereafter the engine rotation does not become overspeed as described above (vehicle speed can be smoothly reduced).

That is, according to the above embodiment, the vehicle can be stopped safely and reliably.

Next, the second embodiment is shown in Fig. 7 (a), (b), (C).
, (d) will be explained using FIGS. 8 and 9.

FIG. 7(a) shows an inclination sensor 1100 consisting of a mercury switch for detecting whether the vehicle is traveling on a flat road, an uphill road, or a downhill road.
As schematically shown in FIG. 1, it is provided on the vehicle so as to be parallel to the road on which the vehicle travels. When the road is uphill, the terminal 1102 and the terminal 1104 are connected by the mercury 1101 as shown in FIG. 7(C), and on the other hand, when the road is downhill, the terminal 1102 and the terminal 1103 are connected as shown in FIG. 7(d). are connected by mercury 1101. Further, on a flat road, the terminal 1102 is not connected to any of the terminals 1103 and 1104.

In this embodiment, the signal from the tilt sensor 1100 is transmitted to the AT-ECU 9. When the operating state of the throttle valve 110 is abnormal, the inclination sensor 1 is input to the fuel ECUIO.
Road condition determined by 100 signals (flat road,
Processing is performed depending on whether the vehicle is traveling uphill or downhill.

FIG. 8 is an excerpt of the processing in the CPU 901 of the AT-ECU 9. In step 3007 of the process shown in FIG.
Only the portion corresponding to the path that is determined to be ES and proceeds to steps 3013 and 3015 is shown. Note that the other parts are the same as the processing shown in FIG. 3, so the explanation here will be omitted.

If the fail flag F is set to 1 in the throttle ECU 3 and YES is determined in step 3007, the process proceeds to step 3017, and in step 3017, the running road condition is determined based on the signal from the inclination sensor 1100.
If the road is flat, the process of step 3013 shown in FIG. (2) Set a gear with a large reduction ratio according to (2). In addition, the vehicle speed VV is 30k
2nd for m/h or more, 301an/h for 5km/h or more
When the speed is less than 5 km/h, the gear stage is set to 1st, and when the speed is less than 5 km/h, the gear stage is set to neutral.

Also, FIG. 9 is an excerpt of the processing in the CPU 100I of the fuel ECUIO, which is step 6003 in the process shown in FIG.
In this example, step 6004 is newly inserted into the path where step 6004 is determined as YES and proceeds to step 6005. Note that the other parts are the same as the processing shown in FIG. 6, so the explanation here will be omitted.

If the fail flag F'th is set to 1 in the throttle ECU 3 and YES is determined in step 6003, the process advances to step 6004;
It is determined whether the traveling road condition is a downhill road. If the road condition is not a downhill road, the process proceeds to step 6005, and if it is a downhill road, all subsequent steps are bypassed and the process is terminated.

According to the above-described process, when the operating state of the throttle valve 110 is abnormal, the gear position of the AT3 is controlled to neutral if the road is uphill, and the engine rotation speed Ne is set to 150°C.
If the rpm is higher than that, fuel cut is performed. Conversely, if the road is a downhill road, the AT3 is controlled to a gear position with a large reduction ratio, and the fuel cut is performed regardless of the rotational speed Ne.

Therefore, since the AT3 gear is set to neutral on an uphill road, the driving torque of the engine 1 is applied to the driving wheels 601 and 601.
2, the vehicle speed decreases smoothly. Also, on a downhill road, the AT3 gear is a gear with a large reduction ratio (1st
, 2nd) and a fuel cut is performed, so strong engine braking is generated and an increase in vehicle speed is suppressed. In any situation, the vehicle can be stopped safely and reliably by the driver's foot brake operation.

Next, a third embodiment will be explained using FIG. 10.

In this embodiment, the gear position of the ATS when the operating state of the throttle valve 110 is abnormal is changed depending on whether the road surface is wet or in a slippery state such as a snow-packed road or a waterway. FIG. 10 shows step 3013 when the determination in step 3007 shown in FIG. 3 is YES. Step 3
The route to 015 is changed depending on whether the road surface is slippery or not. If Fth = 1, if you branch from step 3007 to YES and proceed to step 3023,
Determine whether the road surface is prone to slipping.

Note that this road surface condition may be input by the driver, or may be determined according to the slip rate of the vehicle at the time when it is determined that the abnormality has occurred. If it is determined that the road surface is prone to slipping, the gear stage is set to neutral in step 3025, and then the process proceeds to step 3015. Note that if it is not determined that the road surface is prone to slipping, the process of step 3013 described above is executed and then the process proceeds to step 3015.

According to the above process, if the operating state of the throttle valve 110 becomes abnormal while driving on a slippery road surface,
The drive torque from the engine 1 is not transmitted to the drive wheels 601, 602 (because of this, 2.
Safety is improved because no unnecessary acceleration or deceleration occurs. Although the gear stage is set to neutral in step 3025, it may be set to O/D, which has the smallest reduction ratio.

Next, a fourth embodiment will be explained using FIG. 11 and FIG. 12.

In this embodiment, the throttle valve 110
Ar1. when the operating condition is abnormal. Control over the fuel injection valve 150 is changed. Note that whether or not the vehicle is turning is determined by the left front wheel 603. The determination may be made based on the difference in speed of each wheel with respect to the right front wheel 604, or a steering angle sensor may be provided directly on the steering wheel operated by the driver, and the determination may be made based on a signal from this sensor.

FIG. 11 shows steps 3007 to 3013 of the process shown in FIG. Step 302 during the path of Step 3015
7 and step 3029. In this process, it is determined in step 3027 whether the vehicle is turning, and if the vehicle is turning, the gear stage is set to 1st in step 3029, and then the process proceeds to step 3015. If the vehicle is currently turning, the process advances to step 3013, where the process described above is performed, and then step 3
Proceed to 015. That is, if the vehicle turns when the operation of the throttle valve 110 is abnormal, the gear position is changed to 1s with a large reduction ratio.
It is fixed at t.

In addition, FIG. 12 shows a step 6013 added between steps 6003 and 6005 in the process shown in FIG. 6. In this process, if it is determined in step 6013 that the vehicle is turning, all subsequent steps are bypassed. The process ends. In other words, a fuel cut is performed.

Therefore, according to the above process, when the vehicle turns when the throttle valve 110 is malfunctioning, the fuel is cut off at the 1st gear, which has a large reduction ratio, and the engine brake is applied. Therefore, when the driver applies the foot brake in neutral,
Side force cannot be obtained, making the vehicle unstable and prone to skidding, but this can be fully prevented.

Next, a fifth embodiment will be explained based on FIGS. 13 and 14.

In this embodiment, brake control is used in combination with each of the embodiments described above.

FIG. 13 shows the drive wheels 601 and 602 in FIG. 1 with a brake control-related configuration added.
Each drive wheel 601, 602 is provided with a hydraulically operated brake 621, 622, respectively.
602 and the hydraulic power source 14 are connected via a hydraulic control solenoid 13 including hydraulic piping and a hydraulic control valve. The hydraulic control solenoid 13 is controlled by a brake electronic control unit (brake ECU) 12.

Note that this brake ECU 12 also has the same configuration as the f7) ECU 8°9.10 described above. and brake E
Each wheel speed sensor 611, 612, 613.
A signal from 614 and a fail signal from throttle ECU 3 are input.

The processing in the brake ECU 12 will be explained with reference to FIG. This process is executed every predetermined time, and first, step 14
A fail signal was being sent at 01, and the throttle E
Determine whether Fth=1 in CU3 and set F'th
If ≠1, proceed to step 1402 and perform normal anti-lock brake control using each wheel speed sensor 611, 612, 6.
The estimated vehicle speed estimated from 13,614 is compared with the driving wheel speed to determine whether the brake oil pressure should be increased, maintained, or decreased, and the solenoid 13 is driven according to the determination result, and this process is completed. .

If Ftb=1, in step 1403, the brake oil pressure is increased for a predetermined period of time in some cycles, and when the oil pressure reaches a predetermined oil pressure, a driving process is performed to drive the solenoid 13 so that the oil pressure is maintained at that oil pressure.

Therefore, when the throttle valve 110 malfunctions, the brake oil pressure automatically increases gradually and is maintained at a predetermined oil pressure, so that the driving wheels 601 and 602 gradually move toward the brake 62.
1,622, and the above-mentioned AT3. In combination with the processing of the fuel injection valve 150, it becomes possible to stop the vehicle safely and reliably.

〔Effect of the invention〕

As described above, in the present invention, when the operating state of the throttle valve is determined to be abnormal by the abnormality determining means, the gear position of the automatic transmission is changed to a predetermined gear position unrelated to the gear position determined by the speed change pattern selected by the driver. Since the gear position adjusting means is controlled so that the gear position is adjusted to the gear position of 2. This has an excellent effect in that deceleration can be sufficiently prevented, and vehicle running safety can be greatly improved.

[Brief explanation of the drawing]

FIG. 1 is a schematic configuration diagram schematically showing the configuration of a vehicle to which an embodiment of the present invention is applied, FIG. 2 is a flowchart of a program of processing executed by the CPU of the throttle ECU in FIG. Figure 3 shows the AT-ECU CPU in Figure 1.
Flowchart of the processing program executed in FIGS. 4(A) and 4(B). (C) and Figure 5 are written in the ROM of the AT-ECU, α
Shift pattern shown in Figure 6 shows the CPU of the fuel ECU.
A flowchart of the processing program executed in FIG. 7(a) is a configuration diagram of the tilt sensor used in the second embodiment,
Figure 8) is a diagram showing an example of installing an inclination sensor in a vehicle, Figures (C) and (d) are diagrams explaining the operation of the inclination sensor, and Fig. 8 is a diagram showing an example of how the inclination sensor is mounted on a vehicle. FIG. 9 is a flowchart showing a part of the processing program executed by the CPU of the fuel ECU in the second embodiment, and FIG. 10 is a flowchart showing a part of the processing program executed by the CPU of the AT-ECU in the third embodiment. FIG. 11 is a flowchart showing a part of the processing program executed by the CPU of the AT-ECU in the fourth embodiment;
The figure is a flowchart showing a part of the processing program executed by the CPU of the fuel ECU in the fourth embodiment.
The figure is a schematic configuration diagram showing the schematic configuration of the fifth embodiment.
4 is a flowchart of a processing program executed by the brake ECU in FIG. 13, and FIG. 15 is a schematic configuration diagram of the present invention. l...Engine, 105...Intake pipe, 110...
Throttle valve, 120...Step motor, 130...
... Throttle sensor, 150 ... Electromagnetic fuel injection valve, 170 ... Engine rotation sensor, 3 ... Automatic transmission (AT), 301 ... Hydraulic path switching solenoid, 3
02...Output shaft rotation sensor, 601,
602... Drive wheel, 603, 604... Driven wheel, 6
11゜612.613,614...Wheel speed sensor, 6
21゜622... Brake, 701... Accelerator pedal, 702... Accelerator sensor, 703... Shift lever-8... Throttle ECU, 9... AT-E
CU, 10... Fuel ECU, 1100... Tilt sensor, 12... Brake ECU, 13... Hydraulic control solenoid.

Claims (7)

[Claims] (1) an engine mounted on a vehicle; an automatic transmission connected to the engine; a gear position adjusting means provided in the automatic transmission for adjusting a gear position of the automatic transmission; a throttle valve provided in an intake pipe; a motor connected to the throttle valve for adjusting the opening of the throttle valve; and a motor controlling the motor to adjust the opening of the throttle valve to a desired opening. a throttle control means for determining an abnormality in the operating state of the throttle valve; and an abnormality determining means for determining whether the operating state of the throttle valve is abnormal;
The gear position adjustment means is controlled to adjust to a gear position according to the gear change pattern selected by the driver, and if the abnormality determination means determines that there is an abnormality, the gear position is adjusted to a predetermined gear position regardless of the speed change pattern. A control device for a vehicle, comprising: a transmission control means for controlling the gear position adjusting means to adjust the gear position. (2) The apparatus according to claim 1, wherein the transmission control means performs a predetermined speed change according to either the vehicle speed or the engine rotational speed when the abnormality determination means determines that the abnormality is abnormal. 1. A control device for a vehicle, characterized in that said gear stage adjusting means is controlled to adjust the gear stage. (3) The apparatus according to claim 2, wherein the transmission control means adjusts the gear position to adjust the gear position to neutral at a predetermined vehicle speed or less when the abnormality determining means determines that the abnormality is abnormal. A vehicle control device characterized by controlling means. (4) The apparatus according to claim 2 or 3, wherein when the abnormality determining means determines that the abnormality is abnormal, the transmission control means changes the gear position to a reduction ratio as the vehicle speed increases at a predetermined vehicle speed or higher. A control device for a vehicle, characterized in that the gear position adjusting means is controlled to adjust to a smaller gear position. (5) The device according to claim 1, further comprising traveling path determining means for determining whether the vehicle is traveling on a downhill road or an uphill road, and combustion stopping means for stopping combustion in the engine. , the transmission control means adjusts the gear position so as to adjust the gear position to neutral when the abnormality determining means determines that there is an abnormality and the traveling road determining means determines that the road is an uphill road. If it is determined that the road is a downhill road, the gear position adjustment means is controlled to adjust to a gear position with a large reduction ratio, and the combustion stop means is determined to be abnormal by the abnormality determination means. 1. A control device for a vehicle, wherein combustion of an engine is stopped when the traveling path determining means determines that the road is a downhill road. (6) The device according to claim 1, further comprising: road surface condition determining means for determining whether the road surface on which the vehicle is running is prone to slip; and combustion stopping means for stopping combustion of the engine. If the abnormality determining means determines that there is an abnormality, and the road surface condition determining means determines that the road surface is a slippery road surface, the transmission control means changes the gear position to a reduction ratio. The gear position adjusting means is controlled to adjust the gear position to a gear position with a small reduction ratio or neutral, and when it is determined that the road surface is not a slippery road surface, the gear position adjusting means is controlled to adjust the gear position to a gear position with a large reduction ratio. control,
Vehicle control characterized in that the combustion stop means stops combustion in the engine when the road surface condition detection means determines that the road surface is not prone to slip when the abnormality determination means determines that the road surface is abnormal. Device. (7) The device according to any one of claims 1 to 6, further comprising a brake control means for controlling a brake provided on a drive wheel of the vehicle, and the brake control means is the abnormality determining means. A control device for a vehicle, characterized in that the brake is controlled to reduce the vehicle speed when the brake is determined to be abnormal.