JPH0521142U - Vehicle control device - Google Patents

Abstract

(57) [Summary] [Purpose] To determine whether the anti-lock brake works or not, and to optimally change the lock-up condition of the torque converter. [Structure] It is determined whether or not the vehicle is equipped with an antilock brake device (ABS) (S11), and a warning light that is turned on when a failure is diagnosed by self-diagnosis of the antilock brake device. Whether it is on or off is determined (S12). Then, different control condition maps are selected depending on whether the antilock brake device operates or not (S13, S14), and the lockup control of the torque converter is performed based on the selected map (S15-).
S17).

Description

[Detailed description of the device]

[0001]

[Industrial applications]

 The present invention relates to a vehicle control device, and more particularly, to an anti-lock brake control for controlling a braking force of a wheel brake so as to suppress a wheel slip, an engine deceleration fuel supply stop control and an automatic transmission. It relates to vehicle control that allows optimal control of the vehicle.

[0002]

[Prior Art]

 In recent years, there is an increasing demand for fuel efficiency of vehicles, and as a measure for improving fuel efficiency, fuel cut during deceleration (see Japanese Utility Model Publication No. 2-40945, etc.) and lockup control in a torque converter type automatic transmission (actual application program 3-30653). Etc.).

The fuel cut during deceleration is performed for the purpose of stopping the supply of fuel to the engine during the deceleration operation of the vehicle to reduce the HC concentration in the exhaust gas and improving the fuel consumption. For example, when the throttle valve is fully closed. The supply stop is started when the engine rotation speed is above a predetermined speed, and the fuel supply is restarted when the rotation speed falls below the predetermined speed.

Further, lockup control in a torque converter type automatic transmission aims to improve fuel efficiency by engaging a lockup piston in a torque converter to eliminate slippage of the torque converter and improve transmission efficiency. For example, when the vehicle is shifting to the 4th speed, the vehicle is locked up when the vehicle speed is equal to or higher than the predetermined speed and the accelerator opening is equal to or lower than the predetermined speed.

[0005]

[Problems to be solved by the device]

 By the way, in the above-mentioned fuel cut or lockup control during deceleration, if the area where fuel supply is stopped or the area where lockup is performed is expanded, it will be advantageous in terms of fuel consumption. It is hoped that However, when driving on a road surface with a low coefficient of friction such as an icy road, the wheels may be locked by sudden braking, and if fuel cut or lockup is performed at this time, engine stall will occur. Because of the fear of reaching the end, it was the reality that fuel cuts and lockups could not be performed at too low speeds.

In many cases, the engine not only generates the driving force of the vehicle but also the power steering, the brake booster of the brake, and the pump that generates the working hydraulic pressure in the automatic transmission. If an engine stall occurs when the wheels are locked, the operating hydraulic pressure cannot be generated and the drivability is greatly impaired.Therefore, it is necessary to avoid engine stall reliably. Therefore, in order to satisfy these requirements with priority on improving fuel efficiency, the areas for fuel cut and lockup were set in anticipation of a margin for engine stall due to wheel lock.

On the other hand, a device for preventing the lock of the wheels as described above has been put into practical use. In other words, it is a device that senses the slip condition of the wheels and controls the braking force by electronic control to prevent the wheels from locking, which is generally called an antilock braking device and is equipped in some vehicles. There is. Here, the anti-lock brake device is a device for preventing the lock of the wheels as described above, and if the lock of the wheels can be prevented by such a device, it is set including the engine stall avoidance condition when the wheels are locked. It should be possible to extend the fuel cut conditions and lockup conditions to lower speeds.However, in the past, the conditions for fuel cut and lockup control have been set assuming a combination with an antilock brake device. Therefore, when the anti-lock brake device was installed, it was not possible to maximize the fuel efficiency improvement effect by fuel cut and lockup.

That is, if all the vehicles to be subjected to the fuel cut or lockup control are equipped with the antilock brake device, the fuel cut or lockup control is performed on the premise that the wheel lock is prevented. Although the conditions can be set, it is often uncertain whether or not the same engine or the same automatic transmission will be combined with the anti-lock brake device, and further, the anti-lock brake device will be provided. Even in such cases, it is assumed that a wheel lock cannot be prevented due to a failure, or a switch that can optionally cancel the anti-lock control is provided, so it is possible to reliably avoid engine stalls when the wheel is locked. As described above, assuming that the anti-lock brake control is not performed, The condition was set.

Further, there is a conventional automatic transmission configured to perform engine braking control for controlling transmission of reverse driving force from driving wheels by operating a clutch (overrun clutch), for example, vehicle speed and A clutch engagement region for controlling the engine brake is set based on the accelerator opening. Even in engine brake control in such automatic transmissions, the optimal control range that considers avoiding engine stall differs depending on whether antilock brake control functions, but in the past, control conditions were set according to antilock brake control. The change was not done for the same reasons as above.

The present invention has been made in view of the above circumstances, and it is possible to maximize the range of fuel cut and lock-up control while ensuring the avoidance performance against the engine stall accompanying wheel lock. The purpose is to maximize the fuel efficiency improvement effect of fuel cut and lockup control. Another object of the present invention is to enable engine brake control in an automatic transmission to be performed in an optimum range while avoiding engine stall due to wheel lock.

[0011]

Therefore, a vehicle control device according to the present invention is configured as shown in FIGS. 1 to 3. In the vehicle control device shown in FIG. 1, the deceleration fuel supply stopping means has a stop start condition and a supply restart condition for controlling the fuel supply stop to the engine in the decelerating operation state of the vehicle. It is based on.

Here, the anti-lock brake control determination means determines whether or not the anti-lock brake control means that controls the braking force of the wheel brake acts so as to suppress the slip of the wheels. Then, the fuel stop condition changing means changes at least the supply restart condition of the stop start condition and the supply restart condition in the deceleration fuel supply stop means according to the determination by the antilock brake control determination means.

In addition, in the vehicle control device shown in FIG. 2, the automatic transmission is configured to transmit the output torque of the engine to the transmission mechanism via the torque converter, and the lockup means is the torque converter. In, the drive shaft and the driven shaft are mechanically connected. Here, the anti-lock brake control determination means determines whether or not the anti-lock brake control means that controls the braking force of the wheel brakes acts so as to suppress the slip of the wheels. Then, the lock-up condition varying means changes the condition for operating the lock-up means according to the determination by the anti-lock break control determining means.

Further, in the vehicle control device shown in FIG. 3, the automatic transmission is configured to transmit the output torque of the engine to the transmission mechanism via the torque converter, and the engine brake engagement element control means is , Controls the engine brake engagement element provided in the automatic transmission according to the vehicle driving conditions. Here, the anti-lock brake control determination means determines whether or not the anti-lock brake control means that controls the braking force of the wheel brakes acts so as to suppress the slip of the wheels. The engine brake control condition changing means changes the engagement / release condition of the engine brake engagement element by the engine brake engagement element control means according to the determination by the anti-lock brake control determination means.

The antilock brake control determining means shown in each of FIGS. 1 to 3 may be configured to determine whether or not the antilock brake control means is provided in the vehicle. Further, the antilock brake control determining means may be configured to determine a failure or a function cancel state of the antilock brake control means when the vehicle is provided with the antilock brake control means in advance.

[0016]

[Action]

 That is, it is determined whether or not the anti-lock brake control means is provided in the vehicle, or whether or not the anti-lock brake control means is in a state in which the anti-lock brake control means normally functions even when the anti-lock brake control means is provided in the vehicle, and according to the determination result, The control conditions of the deceleration fuel supply stop means, the lockup means, and the engine brake engagement element control means are changed. In other words, the anti-lock brake control means operates because the optimum region in each control changes between the state where the wheel lock is prevented by the anti-lock brake control means during braking and the state where the wheel lock is possible. Whether or not to do so is determined, and control is automatically performed based on the optimum conditions.

[0017]

【Example】

 An embodiment of the present invention will be described below. In FIG. 4 showing the system configuration of the present embodiment, an automatic transmission 2 is connected to the output side of an engine 1 mounted on a vehicle (not shown). The automatic transmission 2 is connected to a torque converter 3 interposed on the output side of the engine 1 via the torque converter 3, and the engine output torque is transmitted via the torque converter 3. 4 (transmission mechanism) and various transmission elements (front clutch, rear clutch, brake band, overrun clutch, etc.) in this gear type transmission 4 are connected to each other to change or lock-up control, line-up control. A solenoid valve 5 for pressure control, engine brake control, etc. is provided. The solenoid valve 5 is composed of a lockup solenoid, a shift solenoid A, a shift solenoid B, an overrun clutch solenoid, a line pressure solenoid and the like.

The automatic transmission according to the present embodiment is provided with a forward one-way clutch in order to reduce the shift shock at the time of downshifting, and the reverse driving force from the drive wheels is applied to the engine by the idling of the forward one-way clutch. Since it is not transmitted, the engine brake will not work when you want to apply it. Therefore, the overrun clutch (engine brake engagement element) is engaged under a predetermined engagement condition (vehicle traveling condition) to prevent the forward one-way clutch from idling and the engine brake is activated.

Signals from various sensors are input to the automatic transmission control unit 6 that controls the solenoid valve 5. As the various sensors, there is provided a potentiometer-type throttle sensor 8 for detecting an opening TVO of a throttle valve 7 which is interposed in an intake system of the engine 1 and works in conjunction with an accelerator pedal (not shown).

A vehicle speed sensor 9 for detecting a vehicle speed VSP by obtaining a rotation signal from the output shaft of the automatic transmission 2 is provided. The control unit 6 for the automatic transmission refers to a map of a preset shift pattern when the select lever is in the drive range (D range) based on the operation position signal of the select lever operated by the driver, According to the valve opening TVO and the vehicle speed VSP, the shift positions of the first to fourth speeds are automatically set, and automatic shift control is performed to control the gear type transmission 4 to the shift position via the solenoid valve 5.

In addition to the above automatic shift control, in the present embodiment, the torque converter 3 is provided with a lockup mechanism (lockup means) 40 as shown in FIG. 5, and the automatic transmission control unit 6 is provided. Also controls the lockup by the lockup mechanism 40 via the control of the lockup solenoid. In FIG. 5, a lockup plate 49 having a clutch facing 48 is disposed integrally with the torsion damper 50, facing the inner wall 42a of the drive shaft 41 side portion of the case 42, and the torsion damper 50 and the clutch hub 51. The clutch hub 51 is spline-fitted to the driven shaft 44.

As a result, the lockup plate 49 becomes movable in the axial direction of the driven shaft 54, and moves in accordance with the pressures P1 and P2 of the pressure chambers 52 and 53 formed on both sides of the lockup plate 49. The hydraulic pressure is supplied to the pressure chamber 53 via the pressure passage 54. That is, when P1> P2, the lock-up plate 49 moves to the left in the figure, presses against the inner wall 42a of the case 42, and mechanically connects the drive shaft 41 and the driven shaft 54. Becomes As a result, the rotation of the case 42 by the drive shaft 41 is transmitted to the driven shaft 44 via the lock-up plate 49, and the supply of the working hydraulic pressure to the pressure chamber 53 causes the lock in the solenoid valve 5. It is controlled by an up solenoid.

The drive shaft 41 is connected to the output shaft of the engine 1, and the driven shaft 44 is connected to the input shaft of the gear type transmission 4. An engine control control unit 10 is provided separately from the automatic transmission control unit 6. The engine control control unit 10 includes a throttle valve opening signal TVO from the throttle sensor 8. , A crank angle sensor 11 that outputs a detection pulse signal synchronized with the rotation of the crankshaft, an air flow meter (not shown) that detects the intake air amount Q of the engine, and a water temperature that detects the engine cooling water temperature Tw. The detection signals from sensors etc. are input.

Then, the engine control control unit 10 calculates the fuel injection amount based on the detection signal output from each sensor, and drives and controls the fuel injection valve (not shown) according to the fuel injection amount, while operating in advance. The ignition timing by the spark plug is controlled based on the ignition timing obtained by searching the map that stores the optimum ignition timing corresponding to the condition.

Further, in this embodiment, the engine control control unit 10 performs fuel cut control during deceleration. The fuel cut control during deceleration means that the engine rotation speed is equal to or higher than a predetermined speed (stop start condition) when it is detected that the throttle valve 7 is fully closed based on a signal from the throttle sensor 8. In this case, the fuel supply to the engine is stopped, and then the fuel supply is restarted when the engine rotation speed drops below a predetermined speed (supply restart condition).

Further, the vehicle of this embodiment is provided with an antilock brake device (antilock brake control means). The anti-lock brake device (abbreviated as ABS hereinafter) is composed of an ABS control unit 12, a front wheel right rotation sensor 13, a front wheel left rotation sensor 14, a rear wheel rotation sensor 15, a brake switch 16, a braking hydraulic control actuator 17, and the like. To be done. The ABS control unit 12 calculates the slip ratio of the wheels based on the rotation speed signals from the rotation sensors 13 to 15, and the brake oil pressure control actuator 17 is used to optimize the slip ratio of the wheels. Controls the braking hydraulic pressure (braking force) of the wheel brakes to prevent the wheels from locking.

The ABS control unit 12 has a self-diagnosis function, and when a failure is found in the system, the warning lamp 18 is turned on. Here, the lockup control of the torque converter 3 performed by the automatic transmission control unit 6 will be described with reference to the flowcharts of FIGS. 6 and 7. The functions of the anti-lock brake control determining means and the lock-up condition changing means are provided by the automatic transmission control unit 6 by software as shown in the flowcharts of FIGS. 6 and 7.

First, in step 1 (denoted as S1 in the figure. The same applies hereinafter), it is determined whether or not the hydraulic oil temperature of the automatic transmission 2 is equal to or higher than a predetermined temperature based on a detection value of an oil temperature sensor (not shown). Determine. Then, when the temperature of the hydraulic oil is lower than the predetermined value, the routine jumps to step 17 and the lockup is not performed. When the temperature of the hydraulic oil of the automatic transmission 2 rises and exceeds the predetermined temperature, the operation proceeds to Step 2. In step 2, the gear position condition for lockup is determined. In the present embodiment, the lockup is performed in the 4th or 3rd speed of the D range, and when the gear position condition is not satisfied, as in the case where the temperature of the hydraulic oil is low, step 17 Jump to and proceed.

When the conditions of the hydraulic oil temperature and the gear position are satisfied, the process proceeds to step 3. In step 3, it is determined whether or not the lockup is being performed. When the lockup is not performed, the routine proceeds to step 4, where it is judged whether or not the ABS is provided. That is, since the vehicle in which the automatic transmission control unit 6 is mounted is not necessarily equipped with the ABS, the automatic transmission control unit 6 does not determine whether the ABS is installed here. It is to be detected again.

Specifically, one of the connect pins provided in the automatic transmission control unit 6 is used as a dedicated terminal for detecting whether or not the ABS is equipped with the vehicle, and is connected to the connect pin. It should be possible to select whether or not the dedicated terminal is grounded by the harness. Then, prepare a harness to be used when the ABS is provided and a harness to be used when the ABS is not provided, or to make it possible to switch the grounding state of the dedicated terminal by a common harness. At the time of assembling, whether or not the dedicated terminal is grounded is switched depending on whether or not the vehicle has an ABS (see FIG. 9).

Accordingly, the automatic transmission control unit 6 can detect whether or not the ABS is provided by determining the ground state of the dedicated terminal, and the automatic transmission control unit 6 can detect whether or not the ABS is provided. If both the control specifications with and without the control specifications are provided in advance, the control specifications can be switched by themselves to control the automatic transmission. Therefore, it is not necessary to separately prepare control units 6 having different control specifications.

In step 4, it is determined whether the vehicle is equipped with ABS or not by judging the ground state of the dedicated terminal as described above. If the vehicle is not equipped with ABS, the process proceeds to step 6 and the ABS is set. Select the map that pre-stores the conditions that lock-up is concluded in conformity with the case where it is not provided. On the other hand, when it is determined in step 4 that the ABS is provided, the process proceeds to step 5, and it is determined whether or not the ABS is in a normal operating state by turning on / off the warning lamp 18. .. That is, in the case of a vehicle equipped with an ABS, the warning light 18 is turned on in advance so that the automatic transmission control unit 6 can detect the lighting of the warning light 18, and the self-diagnosis detects a malfunction in the ABS and turns on the warning light 18. If so, the vehicle will be in a state similar to a vehicle without ABS in terms of wheel lock prevention control, so the routine proceeds to step 6 as in the case where it is determined at step 4 that ABS is not provided.

Further, when it is determined in step 5 that the warning light 18 is not turned on, the ABS is provided, and since it is in a state where it normally operates, the process proceeds to step 7 and the ABS is provided. Select the map that pre-stores the conditions that lock-up is concluded according to the case. The map in which the conditions for engaging the lockup are stored in advance is a map in which the lockup engaging region is set with the vehicle speed VSP and the throttle valve opening TVO as parameters, as shown in FIG.

When the lockup engagement condition map is selected based on the presence / absence of ABS and the determination of normality / abnormality of ABS as described above, the process proceeds to step 8 and the map corresponds to the current throttle valve opening TVO. The vehicle speed VSP condition is searched and obtained. Then, in the next step 9, the vehicle speed VSP condition obtained by searching from the map in step 8 is compared with the actual vehicle speed VSP detected by the vehicle speed sensor 9. Here, when the actual vehicle speed VSP is larger than the map search value, the current vehicle traveling condition is included in the lock-up engagement region, so the routine proceeds to step 10, where the lock-up of the torque converter 3 is performed as described above. The lockup mechanism is used.

On the other hand, the lockup is released in steps 11 to 17 in substantially the same manner as the engagement control in steps 4 to 10. That is, the release condition maps that are individually set in advance according to the presence / absence of ABS are selected based on the determination of the presence / absence of ABS and the normal / abnormal determination of ABS, and the lockup is performed from the selected release condition map. The release condition is searched for and obtained, and if the release condition is satisfied, the lockup state by the lockup mechanism is released.

Here, when the ABS is provided and normally operates, as shown in FIG. 8, the lockup is set to be continuously performed to the lower vehicle speed side. It is possible to obtain a sufficient effect of improving fuel efficiency accompanying the improvement of transmission efficiency due to lockup. In other words, if ABS acts, even if the vehicle is suddenly braked in the lockup state while traveling on a road surface with a small friction coefficient, the wheel lock is prevented, so that the occurrence of engine stall due to the wheel lock in the lockup state is suppressed. Therefore, when the ABS operates properly, the lock-up area is expanded by ensuring the engine stall prevention while locking up to a lower vehicle speed side than when ABS does not work. It is possible to improve fuel efficiency.

Next, deceleration fuel cut control performed by the engine control control unit 10 will be described with reference to the flowchart of FIG. Here, the functions of the anti-lock brake control determination means, the fuel stop condition changing means, and the deceleration fuel supply stop means are controlled by the engine control unit 10 by software as shown in the flowchart of FIG. I have it.

First, in step 21, it is determined whether or not the opening degree of the throttle valve 7 detected by the throttle sensor 8 is fully closed (idle position). If the throttle valve 7 is not in the fully closed state, the control for stopping the fuel supply to the engine 1 is not performed. Therefore, jump to step 35, and if the fuel supply stop control is being performed, restart it immediately. Control.

On the other hand, when it is judged in step 21 that the throttle valve 7 is fully closed, the routine proceeds to step 22, where it is judged whether or not the fuel supply to the engine 1 is stopped (fuel cut). To determine. If the fuel is not being cut, the routine proceeds to step 23, where a map in which the condition of the engine rotation speed Ne for starting the fuel cut is set in advance is searched to obtain the rotation speed Ne condition. The map stores the engine speed Ne at which the fuel cut is started in correspondence with the cooling water temperature Tw. At the next step 24, the actual engine speed Ne is stored in this map and the engine speed Ne is stored. When it is determined that the engine speed is equal to or higher than Ne, the routine proceeds to step 25, where fuel cut is started, and when the actual engine speed Ne is lower than the fuel cut start condition, fuel cut is not executed.

When the fuel cut at the time of deceleration is executed as described above and the throttle valve 7 is continuously maintained in the fully closed state, the routine proceeds from step 22 to step 26 and thereafter to restart the fuel supply this time. The control for comparing the condition of the rotation speed with the actual rotation speed Ne is executed. In step 26, the map number X for designating one of the plurality of maps stored according to the cooling water temperature Tw as the condition of the rotation speed Ne for restarting the fuel supply is reset to zero. That is, in this embodiment, as shown in FIG. 11, six types of maps are prepared in advance according to whether the air conditioner (A / C) switch is turned on or off, whether or not ABS is provided (equipped or not provided), and whether or not the ABS is broken. It is set, and the map to be selected is designated by the map number X.

In the next step 27, it is determined whether the air conditioner switch is on or off. This is because when the air conditioner switch is on and the drive load of the air conditioner compressor is applied to the engine 1, it is necessary to set a higher rotation speed Ne for restarting the fuel supply in order to avoid engine stall. If the air conditioner switch is on, the map number X is updated by adding 3 to the map number X in step 28 so that the map for on is selected. Make sure that the map corresponding to the map is selected (see Figure 11). On the other hand, when the air conditioner switch is off, the map number X is kept at zero so that it can be selected from among three types of maps corresponding to the off condition of the air conditioner.

Next, in step 29, it is determined whether or not the ABS is provided in the same manner as in the above lockup control. If the ABS is not provided, the map number X set only by turning on / off the air conditioner switch is left as it is, and the process proceeds to the map search process of step 33. Here, if the air conditioner switch is on, the map number X is set to 3, and if it is off, the map number X remains zero, so as shown in FIG. 11, it corresponds to the on / off of the air conditioner. If the map does not have ABS, the map that matches will be selected.

On the other hand, when it is determined in step 29 that the ABS is provided, the process proceeds to step 30, and the occurrence of an abnormality in the ABS is determined by turning on / off the warning lamp 18. If the warning light 18 is off, the ABS operates normally, so the routine proceeds to step 32, where 1 is added to the map number X to update it. If 1 is added to the map number X, the map number X becomes 1 or 4, and the map that is suitable when ABS is installed both on and off of the air conditioner will be selected (see Fig. 11). ) If the warning light 18 is on and some abnormality has occurred in the ABS, the process proceeds to step 31, where 2 is added to the map number X which is 0 or 3 to update it to 2 or 5 And For map number 2 or 5, as shown in FIG. 11, a map corresponding to abnormal ABS is selected.

As described above, when the map number X is updated based on whether the air conditioner is on or off, whether or not the ABS is present, and whether the ABS is normal or abnormal, in step 33, the map designated by the map number X is selected. Then, the condition of the rotation speed Ne at which the fuel supply is restarted is searched for from the selected map (see FIG. 12). Then, in the next step 34, the rotation speed Ne of the restart condition obtained by searching from the map is compared with the actual rotation speed Ne, and if the actual rotation speed Ne is smaller than the map value, the step If the actual rotation speed Ne is larger than the map value, the fuel cut state is maintained as it is.

Here, when the ABS is provided and operates normally, the condition of the rotation speed Ne at which the fuel supply is restarted is set to a lower rotation, whereby the state of the fuel cut is further improved. It has been continued for a long time, and the effect of improving fuel economy can be further obtained. In other words, if ABS acts, the wheels are prevented from locking due to sudden braking, so engine stall can be avoided even if the fuel is cut down to a lower revolution, but ABS is not provided. If the wheel lock due to sudden braking cannot be prevented due to a malfunction, if the fuel cut is performed even at a low speed, the engine stall occurs relatively easily due to the wheel lock, and the ABS acts. It is designed to restart the fuel supply at a higher rotation speed compared to.

In the above embodiment, the fuel cut resumption condition is changed based on whether or not the ABS acts, but the stop start condition may be changed together with the supply resumption condition. .. In the above, regarding the lockup control of the automatic transmission and the fuel supply stop control during deceleration of the engine, the embodiment in which the control condition is changed based on the correlation with the ABS has been described. Also in the engagement / disengagement control of the overrun clutch (engine brake engagement element) that controls the transmission of the driving force to the engine 1, the presence / absence of the ABS and the ABS By changing the control condition based on the normal / abnormal determination, it is possible to operate the engine brake optimally while ensuring the prevention of engine stall.

Here, the functions of the anti-lock brake control determining means, the engine brake control condition varying means, and the engine brake engaging element control means are controlled by the automatic transmission control unit 6 as shown in the flowchart of FIG. It is equipped with software. In the flowchart of FIG. 13, first, at step 41, it is judged if the gear position in the automatic transmission 2 is the overdrive (OD) gear. If it is an overdrive gear, jump to step 48 to open the overrun clutch. On the other hand, when it is not the overdrive gear, the routine proceeds to step 42.

At step 42, it is determined whether or not the ABS is provided in the same manner as in the above-mentioned embodiment. If the ABS is provided, at step 43, the warning lamp 18 is further turned on. No, in other words, it is determined whether or not the ABS is in a normal operating state. If the ABS is not installed, or if the ABS is installed and the ABS failure is detected through the lighting of the warning light 18, the process proceeds to step 44, and the ABS acts in advance. If not, select the fastening area map (see Fig. 14) of the overrank ratchet that is set to correspond to the case where it is not done. On the other hand, if the ABS device is provided and the normal operation of the ABS device is detected through the fact that the warning light 18 is not turned on, the process proceeds to step 45, and the ABS is previously performed. Select the overrun clutch engagement area map (see Fig. 14) that is set to correspond to the case where is normally operating.

When either one of the engagement region maps of the two overrun clutches is selected as described above, the process proceeds to step 46 and the map is searched based on the current vehicle speed VSP and the throttle valve opening TV O. .. Then, in step 47, it is determined whether or not the region corresponding to the current vehicle speed VSP and the throttle valve opening TVO is the region for engaging the overrun clutch. Here, if it is not in the engagement region, the process proceeds to step 48 to open the overrun clutch, and conversely, if it is determined to be in the engagement region, the process proceeds to step 49 to engage the overrun clutch, The forward one-way clutch is prevented from idling and the engine brake is applied.

In the engagement control of the overrun clutch described above, the region where the engine brake is actuated is changed corresponding to the engine stall prevention property that changes depending on whether the ABS acts or not. It is possible to apply the engine brake in the optimum range while ensuring the above. By the way, in a vehicle equipped with ABS, the driver may optionally be provided with a switch capable of canceling the ABS function. If the ABS function is canceled by the driver's intention, the ABS is not provided. Since there is a possibility that wheel lock will occur as in a vehicle, it is advisable to change the lock-up, fuel cut, and engine brake control conditions according to the switching of the switch when the cancel switch is provided. ..

[0051]

[Effect of the device]

 As described above, according to the present invention, it is determined whether or not the antilock brake device (ABS) operates, and based on the determination result, fuel supply stop control during deceleration, torque converter lockup control, automatic control. By automatically changing the control conditions for the engine brake engagement elements in the transmission, it is possible to maximize the lock-up and fuel supply stop areas while maintaining engine stall prevention. While the improvement can be achieved, there is an effect that the engine brake engagement element can be engaged in the optimum range while preventing the occurrence of engine stall.

[Brief description of drawings]

FIG. 1 is a block diagram showing the basic configuration of the present invention.

FIG. 2 is a block diagram showing the basic configuration of the present invention.

FIG. 3 is a block diagram showing the basic configuration of the present invention.

FIG. 4 is a system schematic diagram showing an embodiment of the present invention.

FIG. 5 is a cross-sectional view showing a lock-up mechanism provided in the torque converter.

FIG. 6 is a flowchart showing a state of lockup control according to the first embodiment.

FIG. 7 is a flowchart showing a state of lockup control according to the first embodiment.

FIG. 8 is a diagram showing a lock-up fastening / releasing region of the first embodiment.

FIG. 9 is a diagram showing a configuration for determining whether or not ABS is provided.

FIG. 10 is a flowchart showing deceleration fuel cut control of the second embodiment.

FIG. 11 is a diagram showing types of maps in the second embodiment.

FIG. 12 is a diagram showing the control conditions of the second embodiment.

FIG. 13 is a flowchart showing overrun clutch control according to the third embodiment.

FIG. 14 is a diagram showing the control conditions of the third embodiment.

[Explanation of symbols]

 1 engine 2 automatic transmission 3 torque converter 4 gear type transmission 5 solenoid valve 6 automatic transmission control unit 7 throttle valve 8 throttle sensor 9 vehicle speed sensor 10 engine control control unit 11 crank angle sensor 12 ABS control unit 18 warning light 40 Lock-up mechanism

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁵ Identification number Office reference number FI technical display location F02D 45/00 376 H 8109-3G F16H 61/14 A 9137-3J // F16H 59:54 8207- 3J

Claims (5)

[Scope of utility model registration request] 1. A control of a vehicle including deceleration fuel supply stop means for performing fuel supply stop control to an engine in a decelerating operation state of the vehicle based on a stop start condition and a supply restart condition with a rotation speed of the engine as a parameter. An anti-lock brake control discriminating means for discriminating whether or not an anti-lock brake control means for controlling a braking force of a wheel brake acts so as to suppress wheel slip, and the anti-lock brake control discriminating means. And a fuel stop condition changing means for changing at least the supply restart condition of the stop start condition and the supply restart condition in the deceleration fuel supply stop means according to the determination by the vehicle control device. 2. A lock that includes an automatic transmission configured to transmit an output torque of an engine to a speed change mechanism through a torque converter, and mechanically connects a drive shaft and a driven shaft in the torque converter. An antilock brake control determining means for determining whether or not the antilock brake control means for controlling the braking force of the wheel brakes to act so as to suppress the slip of the wheels is a control device for a vehicle provided with up means. A lockup condition varying means for changing a condition for operating the lockup means in accordance with the determination by the antilock brake control determining means, and a vehicle control device including: 3. An automatic transmission configured to transmit an output torque of an engine to a transmission mechanism via a torque converter, and an engine brake engagement element provided in the automatic transmission according to a vehicle traveling condition. It is a control device for a vehicle equipped with an engine brake engagement element control means for controlling by means of determining whether or not an antilock brake control means for controlling a braking force of a wheel brake acts so as to suppress a slip of a wheel. Antilock brake control determining means, and engine brake control condition varying means for changing engagement / release conditions of the engine brake engaging element by the engine brake engaging element control means according to the determination by the antilock brake control determining means. A vehicle control device that is configured by. 4. The anti-lock brake control determining means is configured to determine whether or not the anti-lock brake control means is provided with respect to a vehicle. The vehicle control device described. 5. The anti-lock brake control means is provided in advance in a vehicle, and the anti-lock brake control determination means is configured to determine a failure or a function canceled state of the anti-lock brake control means. Item 4. The vehicle control device according to any one of Items 1, 2 and 3.