JPH07223464A - Control device of vehicle equipped with automatic transmission - Google Patents

Abstract

PURPOSE:To prevent an engine from being stalled even with sudden braking while the torque converter of an automatic transmission is being locked up. CONSTITUTION:In an electronic control unit of a vehicle which controls an internal combustion engine and an automatic transmission, a torque converter is locked up according to throttle opening and vehicle speed, and the lock-up is canceled at least when the brake is operated. As the torque converter is locked up, the opening B of an idle speed control valve(ISCV) bypassing a throttle valve is set, and if that value is greater than the opening IAV of the ISCV which has been set to match the load of the engine, the opening B is set to the actual controlled opening IV of the ISCV (S635-S680). When canceling of the lock-up is started, the actual controlled opening IV is slowly reduced to the opening IAV with a predetermined amount K of attenuation (S685-S710). As a result, the engine can be prevented from being stalled by the delayed release of a locked-up clutch.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a vehicle equipped with an automatic transmission.

[0002]

2. Description of the Related Art Conventionally, in an automatic transmission for a vehicle, a lockup clutch capable of mechanically directly connecting an input side and an output side thereof is provided in a torque converter, and the lockup clutch is operated under a predetermined operating condition. By engaging with, the reduction of power transmission efficiency by the torque converter is prevented, and the fuel efficiency is improved.

When the accelerator pedal is fully closed and the coasting operation is performed, the lockup clutch is engaged to slowly reduce the engine speed so that the throttle valve is fully closed and the engine speed is equal to or higher than a predetermined value. It has been considered to further improve fuel efficiency by prolonging a so-called fuel cut period for cutting fuel to the internal combustion engine.

However, when the lock-up clutch is engaged (lock-up state) during such coasting operation, the rotational speed of the drive wheels drops sharply when the brakes are applied suddenly, leading to engine stall. There is a problem. Therefore, in the past, Japanese Patent Laid-Open No. 63-4061
As disclosed in Japanese Patent Application Laid-Open No. 4-370465 and Japanese Patent Application Laid-Open No. 4-370465, the deceleration of the vehicle is detected by the brake fluid pressure or the like, and when the value exceeds a predetermined value, the torque converter is locked up (lockup clutch is engaged). A device for canceling the is proposed.

[0005]

However, the above-mentioned conventional apparatus has the following problems. Normally, the lockup clutch is controlled by the hydraulic pressure obtained by driving the solenoid valve, and there is a delay from the start of driving the solenoid valve to the actual release of the lockup clutch.

Therefore, when the brake is applied more rapidly, the engine stall is eventually caused by the response delay until the lockup clutch is released. Generally, in a vehicle, the braking force of the front wheel brake is set to be stronger than the braking force of the rear wheel brake. Therefore, in the case of a so-called FF vehicle (front engine / front drive vehicle), the braking force is stronger. The drive wheels are braked by such front wheel brakes. Therefore, in the case of an FF vehicle, engine stall is more likely to occur. On the other hand, so-called FR vehicles (front engine / rear drive vehicles)
In the case of, even on the road surface having a low friction coefficient in which the wheels are easily locked when the brakes are applied, the lock-up clutch cannot be released in time, which eventually leads to an engine stall.

The present invention has been made in view of these problems, and it is possible to completely prevent the occurrence of engine stall even if a sudden brake is applied while the torque converter of the automatic transmission is locked up. An object is to provide a control device for a vehicle with an automatic transmission.

[0008]

[Means for Solving the Problems] That is, the present invention according to claim 1 made in order to achieve the above object,
As exemplified in (A), a brake operation detecting means for detecting a depression operation of the brake pedal and a lockup command to the automatic transmission under a predetermined operating condition to lockup the torque converter of the automatic transmission, and at least When the brake operation detecting means detects a depression operation of the brake pedal, a lockup control means for releasing a lockup release command to the automatic transmission to release the lockup of the torque converter, and the lockup control means The intake air amount that increases the intake air amount of the internal combustion engine by a predetermined amount based on the lockup command, and stops increasing the intake air amount after a predetermined time has elapsed when the lockup release command is output from the lockup control means. A control device for a vehicle with an automatic transmission, characterized by comprising: It is set to.

According to a second aspect of the present invention, in the control device for a vehicle with an automatic transmission according to the first aspect, the intake air amount increasing means is a throttle valve of the internal combustion engine,
An idle speed control valve provided in a bypass passage bypassing the throttle valve, a purge control valve provided in an introduction passage for introducing the fuel vapor gas generated in the fuel tank into the intake pipe of the internal combustion engine, and the internal combustion engine A vehicle with an automatic transmission, wherein the intake air amount is increased by controlling opening / closing of at least one of EGR valves provided in a recirculation passage for recirculating exhaust gas to the intake pipe. The gist is the control device.

Still further, according to the present invention as set forth in claim 3, in the control device for a vehicle with an automatic transmission according to claim 1, as shown by a dotted line in FIG. In accordance with the above, there is provided idle rotation control means for controlling opening / closing of an idle speed control valve provided in a bypass passage bypassing the throttle valve of the internal combustion engine, and the intake air amount increasing means is the lockup control means. An opening setting means for setting the opening of the idle speed control valve based on a lockup command, an opening set by the opening setting means, and a control opening of the idle speed control valve by the idle rotation control means. And when the opening set by the opening setting means is larger, the idle speed control valve becomes the set opening. Uni-off control to, and the spirit and closing control means for increasing the intake air amount, further comprising a control device for a vehicle with an automatic transmission according to claim.

On the other hand, the present invention according to claim 4 is based on FIG.
As illustrated in (B), a brake operation detecting means for detecting a depression operation of the brake pedal, and a lockup command to the automatic transmission under a predetermined operating condition to lockup the torque converter of the automatic transmission, and at least When the brake operation detecting means detects a depression operation of the brake pedal, a lockup control means for issuing a lockup release command to the automatic transmission to release lockup of the torque converter, and the lockup control means from the lockup control means A control device for a vehicle with an automatic transmission, comprising: a fuel mixture increasing means for increasing a fuel mixture to an internal combustion engine for a predetermined time when a lockup release command is output. .

According to a fifth aspect of the present invention, in the control device for a vehicle with an automatic transmission according to the fourth aspect, the fuel mixture increasing means changes the fuel vapor gas generated in the fuel tank to the fuel vapor gas. A purge control valve provided in an introduction passage for introducing into an intake pipe of an internal combustion engine and an EGR provided in a recirculation passage for returning exhaust gas of the internal combustion engine to the intake pipe.
A control device for a vehicle with an automatic transmission is characterized in that the fuel mixture is increased by controlling opening / closing of at least one of the valves.

Furthermore, the present invention according to claim 6 controls the vehicle with an automatic transmission according to any one of claims 1 to 5, as illustrated by the alternate long and short dash line in FIGS. 1 (A) and 1 (B). In the device, the determination means for determining whether or not the road surface on which the vehicle is currently traveling is slippery, and the intake air amount increasing means or the fuel only when the determination means determines that the road surface is slippery. A control device for a vehicle with an automatic transmission, characterized in that the control device for operating an air-fuel mixture increasing means is provided.

[0014]

In the control system for a vehicle with an automatic transmission according to claim 1 configured as described above, the brake operation detecting means detects the depression operation of the brake pedal, and the lockup control means. Locks up the torque converter of the automatic transmission by issuing a lock-up command to the automatic transmission under predetermined operating conditions, and locks the automatic transmission when at least the brake pedal depression operation is detected by the brake operation detection means. Issue a lock-up release command to release the lockup of the torque converter.

Then, the intake air amount increasing means increases the intake air amount of the internal combustion engine by a predetermined amount based on the lockup command of the lockup control means, and when the lockup release command is output from the lockup control means, the predetermined amount is obtained. After a lapse of time, the increase of the intake air amount is stopped.

That is, in the control device for a vehicle with an automatic transmission according to claim 1, the lockup of the torque converter is released when the brake pedal is depressed, but the release of the lockup is started. First, the intake air amount of the internal combustion engine is increased by a predetermined amount in advance, and the increase is continued until a predetermined time elapses after the lockup is released.

Therefore, for example, when the torque converter of the automatic transmission is locked up and the number of revolutions of the internal combustion engine is equal to or lower than a predetermined value and so-called fuel cut is not performed,
When the brake pedal is depressed, the output of the internal combustion engine is increased in advance with an increase in the intake air amount before the lockup is released.

Therefore, even if there is a response delay before the brake pedal is depressed and the lockup is released, the engine stall can be prevented from occurring.
In addition, for example, when the torque converter of the automatic transmission is locked up, even if the internal combustion engine speed is equal to or higher than a predetermined value and fuel cut is being performed, the lockup occurs when the brake pedal is depressed. Since the intake air amount of the internal combustion engine has already been increased at the time when the release of the internal combustion engine is started, the output of the internal combustion engine becomes Output will be increased.

Therefore, according to the control device for a vehicle with an automatic transmission according to the first aspect, even if there is a response delay until the lockup of the torque converter is released by suddenly depressing the brake pedal, It is possible to completely prevent the engine stall.

Further, according to the control device for a vehicle with an automatic transmission according to the first aspect, the lock-up state is maintained until the brake pedal is depressed without causing the engine stall. Therefore, the so-called fuel cut period can be maintained for a longer period of time, and fuel consumption can be improved.

Here, in the control device for a vehicle with an automatic transmission according to a second aspect, the intake air amount increasing means is an idle speed control provided in a throttle valve of an internal combustion engine and a bypass passage bypassing the throttle valve. Valve, purge control valve provided in an introduction passage for introducing the fuel vapor gas generated in the fuel tank into the intake pipe of the internal combustion engine, and EGR valve provided in a recirculation passage for returning exhaust gas of the internal combustion engine to the intake pipe Among them, at least one of them is controlled to be opened and closed.

Therefore, according to the control device for a vehicle with an automatic transmission described in claim 2, the intake air amount of the internal combustion engine can be increased without additionally providing a special mechanism. Further, in the control device for a vehicle with an automatic transmission according to claim 3, the idle speed control valve provided in the bypass passage bypassing the throttle valve of the internal combustion engine is controlled to be opened / closed according to the operating state of the internal combustion engine. It has an idle rotation control means, and the intake air amount increasing means further includes an opening degree setting means and an opening / closing control means.

Here, the opening degree setting means sets the opening degree of the idle speed control valve based on the lockup command of the lockup control means. And the opening and closing control means,
The idle speed control valve is compared when the opening set by the opening setting means and the control opening of the idle speed control valve by the idle rotation control means are compared, and when the opening set by the opening setting means is larger. The intake air amount is increased by controlling the opening and closing of the valve so that the opening becomes the set opening.

That is, in the control device for a vehicle with an automatic transmission according to a third aspect of the present invention, the idle speed control means controls the opening / closing of the idle speed control valve according to the operating state of the internal combustion engine. The intake air amount is controlled to an appropriate value, but if the control opening is larger than the opening set by the opening setting means, the lockup is released without further increasing the intake air amount. Since the engine stall at the time can be prevented, the intake air amount increasing means is not operated.

Therefore, according to the control device for a vehicle with an automatic transmission described in claim 3, it is possible to always supply an optimum amount of intake air to the internal combustion engine. On the other hand, also in the control device for the vehicle with the automatic transmission according to claim 4, the brake operation detecting means detects the depression operation of the brake pedal, similarly to the control device for the vehicle with the automatic transmission according to claim 1. When the lockup control means locks up the torque converter of the automatic transmission by issuing a lockup command to the automatic transmission under a predetermined operating condition, and at least the brake operation detecting means detects the depression operation of the brake pedal. , The lockup release command is issued to the automatic transmission to release the lockup of the torque converter.

Then, when the lockup release command is output from the lockup control means, the fuel mixture increasing means increases the fuel mixture to the internal combustion engine for a predetermined time. That is, in the control device for a vehicle with an automatic transmission according to claim 1, the engine stall at the time of unlocking the lockup is prevented by increasing the intake air amount before starting the unlocking of the lockup. However,
In the control device for a vehicle with an automatic transmission according to a fourth aspect, the fuel mixture of the internal combustion engine is directly increased when the brake pedal is depressed to start releasing the lockup.

Therefore, according to the control device for a vehicle with an automatic transmission according to the fourth aspect, the output of the internal combustion engine increases at the same time when the brake pedal is depressed, so that there is a delay in releasing the lockup. It is possible to prevent engine stall. Further, in the control device for a vehicle with an automatic transmission according to claim 5, the fuel mixture increasing means is provided in the introduction passage for introducing the fuel vapor gas generated in the fuel tank into the intake pipe of the internal combustion engine. At least one of the purge control valve and the EGR valve provided in the recirculation passage for recirculating the exhaust gas of the internal combustion engine to the intake pipe is controlled to be opened and closed.

Therefore, according to the control device for a vehicle with an automatic transmission according to the fifth aspect, it is possible to increase the fuel mixture to the internal combustion engine without additionally providing a special mechanism. Furthermore, in the control device for a vehicle with an automatic transmission according to claim 6, in the control device for a vehicle with an automatic transmission according to any one of claims 1 to 5, the road surface on which the vehicle is currently traveling slips. Determination means for determining whether or not it is easy,
Only when the determination means determines that the road surface is slippery, the operation restriction means for operating the intake air amount increasing means or the fuel mixture increasing means described above is provided.

Therefore, according to the control device for a vehicle with an automatic transmission according to a sixth aspect of the present invention, the wheels are easily locked by the depression operation of the brake pedal, and the engine stall is likely to occur due to the response delay of the lockup release. The intake air amount or the fuel-air mixture is increased only when the vehicle is traveling, and the influence on the fuel consumption or the emission of the internal combustion engine can be minimized.

[0030]

Embodiments of the present invention will be described below with reference to the drawings. First, FIG. 2 is a schematic configuration diagram showing a configuration of an internal combustion engine 2 of a vehicle to which the present invention is applied and peripheral devices thereof.

As shown in FIG. 2, the intake pipe 4 of the internal combustion engine 2
The air that has passed through the air cleaner 6 flows in, but the flow rate thereof is controlled by a throttle valve 8 that is interlocked with an accelerator pedal (not shown) operated by the vehicle driver. Then, the air passes through the surge tank 10 formed downstream of the throttle valve 8 of the intake pipe 4 and the internal combustion engine 2
Is led to the intake port 12. On the other hand, a fuel injection valve 14 is provided downstream of the surge tank 10 in the intake pipe 4, and fuel is supplied to the fuel injection valve 14 from a fuel tank 16 via a fuel pipe (not shown). Then, fuel is injected and supplied from the fuel injection valve 14 to the intake port 12, and the air-fuel mixture generated here is introduced into the combustion chamber 17 of the internal combustion engine 2. Then, the exhaust gas generated by the combustion of the air-fuel mixture is released to the atmosphere via the exhaust pipe 18.

Here, the air cleaner 6 and the throttle valve 8
The air flow meter 20 provided between the intake air temperature sensor 22 and the air flow meter 20 outputs an analog signal according to the intake air amount, and the intake air temperature sensor 22 is provided in the housing in which the air flow meter 20 is installed.
Outputs an analog signal according to the intake air temperature. Further, the throttle sensor 24 provided in the throttle valve 8 outputs an analog signal according to the opening degree of the throttle valve 8 (throttle opening degree), and from an idle switch that detects that the throttle valve 8 is fully closed. The ON-OFF signal of is also output. Furthermore, the surge tank 10 has an intake pressure sensor 26 that outputs an analog signal corresponding to the intake pipe pressure.
Is provided.

On the other hand, the air-fuel ratio sensor 28 attached to the exhaust pipe 18 outputs an analog signal according to the residual oxygen concentration in the exhaust gas. Further, the water temperature sensor 30 attached to the water jacket of the internal combustion engine 2 outputs an analog signal according to the engine cooling water temperature. The distributor 32, which distributes a high voltage to an ignition plug (not shown) in synchronization with the rotation of the internal combustion engine 2, is provided with a crank angle sensor 34 that outputs a pulse signal at every predetermined crank angle.

A bypass passage 36 that bypasses the throttle valve 8 is formed in the intake pipe 4, and the bypass passage 36 is of an electromagnetic type for controlling the intake air amount separately from the throttle valve 8. An idle speed control valve (hereinafter referred to as ISCV) 38 is attached.

On the other hand, in the fuel tank 16, a conduit 4 for guiding the fuel vaporized gas in the fuel tank to the charcoal canister 40.
2 is provided, and the fuel evaporative gas introduced into the charcoal canister 40 by the conduit 42 is adsorbed by the activated carbon contained in the charcoal canister 40. A conduit 44 is connected to the charcoal canister 40, and the conduit 44 is connected to the electromagnetic purge control valve 4
It is connected to the surge tank 10 via 6. Therefore, the fuel evaporative gas generated in the fuel tank 16 is temporarily adsorbed and held in the charcoal canister 40 via the conduit 42, and the fuel evaporative gas adsorbed and held in the charcoal canister 40 is passed through the conduit 44 and the purge control valve 46. After that, it is introduced into the surge tank 10.

The exhaust pipe 18 has a surge tank 10
A recirculation pipe 48 for recirculating exhaust gas is connected to
An electromagnetic exhaust gas recirculation control valve (hereinafter referred to as an EGR valve) 50 is attached to the reflux pipe 48. Then, the air flow meter 20, the intake air temperature sensor 22,
Detection signals from the respective sensors such as the throttle sensor 24, the intake pressure sensor 26, the air-fuel ratio sensor 28, the water temperature sensor 30, the crank angle sensor 34, etc.
It is input to 52).

The ECU 52 includes a CPU, ROM, RA
It is mainly composed of a well-known microcomputer provided with M and I / O ports, an A / D converter, and the like. In addition to the above-mentioned sensors, a vehicle speed sensor 54 that outputs a pulse signal according to the vehicle speed, A shift switch 5 of an automatic transmission with a lockup mechanism (hereinafter, simply referred to as an automatic transmission) 56 that transmits the rotation output of the internal combustion engine 2 to drive wheels (not shown).
The internal combustion engine 2 and the automatic transmission 56 are controlled based on the detection signals from 8 and the like.

Here, the ECU 52 controls the air flow meter 2
The basic injection time T0 is obtained from the intake air amount Q detected based on the signal from 0 and the engine speed Ne detected based on the signal from the crank angle sensor 34, and the signal from the air-fuel ratio sensor 28 is further calculated. Residual oxygen concentration in exhaust gas detected based on the intake air temperature sensor 22 and water temperature sensor 3
By correcting the basic injection time T0 according to the intake air temperature, the engine cooling water temperature, etc. detected based on each signal from 0, etc., and driving the fuel injection valve 14 according to the finally obtained injection time. Fuel is injected into the internal combustion engine 2. The ECU
Reference numeral 52 also executes so-called fuel cut control for stopping fuel injection when the throttle sensor 24 detects that the throttle valve 8 is fully closed and the engine speed Ne is equal to or higher than a predetermined value.

Further, the ECU 52 calculates the target opening degree of the purge control valve 46 according to the current fuel injection time, the engine speed Ne, etc., and controls the opening / closing of the purge control valve 46 according to the target opening degree. As a result, the fuel evaporative gas adsorbed and held in the charcoal canister 40 is introduced into the surge tank 10. Furthermore, the ECU 52 calculates the ratio (EGR rate) of the exhaust gas recirculation amount to the entire intake air amount Q based on the engine speed Ne and the intake pipe pressure detected based on the signal from the intake pressure sensor 26, and EGR
The exhaust gas is recirculated into the surge tank 10 by controlling the opening / closing of the EGR valve 50 to an opening degree according to the rate.

On the other hand, the ECU 52 shifts the automatic transmission 56 based on the throttle opening, the vehicle speed detected based on the signal from the vehicle speed sensor 54, the command from the shift switch 58 operated by the vehicle driver, and the like. Solenoid 6
0 is driven to shift the automatic transmission 56, and the lockup control process described below is executed to drive the lockup solenoid 62 to engage or disengage the lockup clutch 64 of the automatic transmission 56. Then, when the lockup clutch 64 is engaged, the input / output shaft of the torque converter (not shown) in the automatic transmission 56 is brought into a direct connection state (lockup state).

In FIG. 2, reference numeral 66 is a brake switch as a brake operation detecting means which is turned on when the brake pedal is depressed, and 68 is a refrigerant compression compressor of an air conditioner (air conditioner) mounted on the vehicle. An air conditioner switch for detecting that the power steering has been operated, a detection switch for detecting that the power steering has actuated by detecting the hydraulic pressure for power steering, and a current consumed by the electric load in the vehicle by 72. A current detector for detecting whether the value has exceeded a predetermined value, 74
Is a wiper switch for operating a wiper (not shown) provided on the windshield of the vehicle.

Next, the lockup control processing as the lockup control means executed by the ECU 52 provided in the vehicle of this embodiment will be described with reference to FIG. The lockup control process is executed every predetermined time (for example, 4 ms). Further, for convenience of explanation, FIG. 3 shows a case where the automatic transmission 56 shifts between the third speed and the fourth speed (overdrive).

As shown in FIG. 3, when the execution of the lockup control process is started, first, at step (hereinafter simply referred to as S) 110, the throttle opening detected based on the signal from the throttle sensor 24 is opened. Read the degree and continue S
At 120, it is determined whether or not the throttle opening is fully closed. If it is determined that the throttle opening is fully closed, it is determined in S130 whether or not the brake switch 66 is on, and if it is determined that the brake switch is on, It is determined that the brake pedal has been depressed, and the process proceeds to S140.

Then, in S140, a lockup release command is output to the lockup solenoid 62 of the automatic transmission 56 to open the lockup clutch 64, and in the subsequent S150, the torque converter of the automatic transmission 56 is currently operated. A lockup flag Fs indicating whether or not lockup is in progress is set to "0" indicating that lockup is not in progress. Then, the lockup control process is ended.

On the other hand, in S130, the brake switch 6
When it is determined that 6 is not on (off), or when it is determined in S120 that the throttle opening is not fully closed, the process proceeds to S160. In S160, as illustrated in FIG. 4, the lockup operation vehicle speed data VM1 representing the vehicle speed at which the torque converter should be locked up.
And a lockup release vehicle speed data VM2 representing the vehicle speed at which the lockup should be released, the lockup operation vehicle speed data VM1 corresponding to the current throttle opening is read from the data map stored corresponding to the throttle opening.
The data map shown in FIG. 4 represents the vehicle speed at which the lockup operation from the third speed to the fourth speed and the release thereof should be performed. Further, as shown in FIG. 4, this data map is set to perform lockup at the fourth speed if the vehicle speed is equal to or higher than a predetermined value even when the throttle opening is fully closed.

Then, in the following S170, the vehicle speed sensor 5
The current vehicle speed V detected based on the signal from 4 is read, and at S180, the current vehicle speed V is compared with the lockup actuation vehicle speed data VM1 read at S160. Then, when it is determined that the current vehicle speed V is equal to or higher than the lockup operation vehicle speed data VM1, the subsequent S1
At 90, it is determined whether the OD switch provided in the shift switch 58 is on. The OD switch is used by the vehicle driver to set whether or not to shift up from the third speed to the fourth speed.

If it is determined at S190 that the OD switch is on, then at S200, the shift change of the automatic transmission 56 is currently performed (3rd to 4th gear).
If it is determined that the shift change is in progress, and if it is determined that the shift change is not in progress, then in S210,
A lockup command is output to the lockup solenoid 62 of the automatic transmission 56 to engage the lockup clutch 64, and in the subsequent S220, the lockup flag Fs.
Is set to "1" indicating that the torque converter is currently locked up, and this lockup control process is terminated.

If it is determined in S190 that the OD switch is not on, or if it is determined in S200 that a shift change is in progress, the processes in S140 and S150 described above are executed to execute the lockup control process. To finish. On the other hand, when it is determined in S180 that the current vehicle speed V is lower than the lockup operation vehicle speed data VM1, the process proceeds to S230, and it is determined whether or not the lockup flag Fs is "1". If it is determined to be “1”, in subsequent S240, as in S160, as shown in FIG.
The lockup release vehicle speed data VM2 corresponding to the current throttle opening is read from the data map illustrated in FIG.

Then, in subsequent S250, the current vehicle speed V
And then at S260, the current vehicle speed V and S24
When the current vehicle speed V is determined to be equal to or higher than the lockup release vehicle speed data VM2 by performing a size comparison with the lockup release vehicle speed data VM2 read in 0, the above-described processing of S210 and S220 is executed to execute the book. The lockup control process ends.

On the other hand, if it is determined in S260 that the current vehicle speed V is smaller than the lockup release vehicle speed data VM2, the above-described processing of S140 and S150 is executed and the present lockup control processing is terminated. That is, in the present lockup control processing, when the current vehicle speed V is equal to or higher than the lockup operation vehicle speed data VM1 set according to the throttle opening, a lockup command is issued to the lockup solenoid 62 of the automatic transmission 56. Is output to engage the lockup clutch 64 (S160 to S220).

When the brake switch 66 is turned on (S130: YES) or when the lockup clutch 64 is engaged, the vehicle speed V is set to the lockup release vehicle speed data VM2.
Becomes smaller than (S230: YES, S240, S
250, S260: NO), a lockup cancellation command is output to the lockup solenoid 62 to open the lockup clutch 64 (S140,
S150).

Next, the intake air amount correction process executed by the ECU 52 will be described with reference to FIGS. still,
In this intake air amount correction processing, the amount of air flowing through the bypass passage 36 is controlled by controlling the opening / closing of the ISCV 38, and the intake air amount of the internal combustion engine 2 is increased or decreased separately from the opening degree of the throttle valve 8 (throttle opening degree). The lock-up control process is performed at predetermined time intervals (for example, 4 ms) in parallel.

As shown in FIG. 5, when the execution of the intake air amount correction processing is started, first, in S310, the load correction processing as the idle rotation control means is executed. This load correction processing sets the opening degree of the ISCV 38 according to the operation of the refrigerant compression compressor of the air conditioner mounted on the vehicle, the power steering, and various electric loads, and is executed as shown in FIG. 7 described later. .

When the execution of the load correction processing is completed, the low μ road flag Fμ indicating whether or not the road surface on which the vehicle is currently traveling is slippery indicates that it is slippery in S320. Processing is performed as a motion restricting means for determining whether or not When it is determined that the low μ road flag Fμ is “1”, in subsequent S330,
When the lockup correction process (FIG. 8) as the intake air amount increasing means described later is executed and it is determined that the low μ road flag Fμ is “0”, the lockup correction process is not executed and The intake air amount correction process ends.

Here, the low μ road flag Fμ is set to “1” or “0” by the determination processing as the determination means shown in FIG. It should be noted that this determination process is executed at predetermined time intervals in parallel with the intake air amount correction process. As shown in FIG. 6, in this determination process, first, in S410, it is determined by the above-described lockup control process whether or not a lockup command is currently being issued. Then, if it is determined that the lockup command has not been issued, this determination processing is ended, but if it is determined that the lockup command has been issued, the process proceeds to S420.

In step S420, the current intake air temperature is detected based on the signal from the intake air temperature sensor 22, and it is determined whether or not the value is smaller than the predetermined temperature T. Then, if it is determined that the intake air temperature is not lower than the predetermined temperature T, it is determined at S430 whether the wiper switch 74 for operating the wiper of the vehicle is on, and the wiper switch 74 determines that the wiper switch 74 is on. If it is determined that the vehicle is not on, then in step S440, the low μ road flag Fμ is set to “0” indicating that the road surface on which the vehicle is currently traveling is not slippery.

On the other hand, if it is determined in S420 that the intake air temperature is lower than the predetermined temperature T, or if it is determined in S430 that the wiper switch 74 is on, the low μ road flag Fμ is set. , "1" indicating that the road surface on which the vehicle is currently traveling is slippery is set, and this determination processing is ended.

In other words, in this determination process, the low μ road flag Fμ is set to “1” only when the intake air temperature is equal to or lower than the predetermined temperature T or when the wiper is operating in the rain to set the intake air amount. The lockup correction process is executed in the correction process.

Details of the load correction processing executed in the intake air amount correction processing will be described with reference to FIG.
When the execution of this load correction processing is started, first, S51
At 0, the engine cooling water temperature is detected based on the signal from the water temperature sensor 30, and the IS at idling is detected according to the detected value.
The basic opening IIV of the CV 38 is read from the ROM. still,
The basic opening IIV is stored in the ROM in advance as a value corresponding to the engine cooling water temperature.

Then, in the following S515, it is determined whether or not the air conditioner switch 68 is turned on. If it is turned on, in the following S520, whether or not the increased flag F1 is already "1". To determine. When it is determined that the increased flag F1 is not "1", the subsequent S5
At 25, the correction opening A of the ISCV 38 is increased by a predetermined amount A
1 is added, and in the subsequent S530, "1" is set to the increased flag F1.

On the other hand, in S515, the air conditioner switch 6
If it is determined that 8 is not turned on, the process proceeds to S535, it is determined whether or not the increased flag F1 is "1", and if it is determined that it is "1", the process proceeds to S540.
At, the increment A1 is subtracted from the corrected opening A of the ISCV 38, and at S545, the increment flag F1 is set to "0".

Then, in S530, the increased flag F1
Is set to "1", the increase flag F1 is set to "0" in S545, the increase flag F1 is determined to be "1" in S520, or
When it is determined in S535 that the increased flag F1 is not "1", the process proceeds to S550.

Next, in S550, it is determined whether or not the detection switch 70 for detecting the operation of the power steering is turned on, and if it is turned on, in the subsequent S555, the amount increase flag F2 is determined. Is already "1". If it is determined that the increased flag F2 is not "1", then in S560,
A predetermined amount of increase A2 is added to the correction opening A of the ISCV 38, and in the subsequent step S565, the amount increase flag F2 is set to "1".

On the other hand, if it is determined in S550 that the detection switch 70 is not turned on, then the flow shifts to S570, where it is determined whether or not the increased flag F2 is "1", and "1" is determined. If it is determined that the increase amount A2 is subtracted from the corrected opening A of the ISCV 38 in the subsequent S575, the increase flag F2 is set to "0" in the subsequent S580.

Then, in S565, the increased flag F2
Is set to "1", the increase flag F2 is set to "0" in S580, the increase flag F2 is determined to be "1" in S555, or
When it is determined in S570 that the increased flag F2 is not "1", the process proceeds to S585.

Next, in S585, the current detector 72
By determining whether or not is ON, it is determined whether or not various electric loads are activated and the current value consumed in the vehicle is equal to or higher than a predetermined value. Then, the current detector 72
If is turned on, it is determined at S590 whether or not the increased flag F3 is already "1". Then, when it is determined that the increased flag F3 is not "1", in a succeeding S595, a predetermined increasing amount A3 is added to the correction opening A of the ISCV 38, and in a succeeding S600, the increased flag F3 is set to " 1 ”is set.

On the other hand, if it is determined in S585 that the current detector 72 is not turned on, then the flow shifts to S605, where it is determined whether or not the increased flag F3 is "1", and "1" is set. If it is determined that the amount of increase is A3, the amount of increase A3 is subtracted from the corrected opening A of the ISCV 38 in subsequent S610, and the amount of increase flag F3 is set to "0" in subsequent S615.

Then, in S600, the increased amount flag F3
Is set to 1, the increase amount flag F3 is set to "0" in S615, the increase flag F3 is determined to be "1" in S590, or
When it is determined in S605 that the increased flag F3 is not "1", the process proceeds to S620.

In step S620, the value of the low μ road flag Fμ set by the above-described determination processing is determined,
If it is "1", that is, if the lock-up correction processing to be described later is executed, in the subsequent S625, the basic opening II
A value obtained by adding the correction opening A to V is set as the load correction opening IAV. On the other hand, if the low μ road flag Fμ is “0”, the lock-up correction process is not executed as described above, and thus the process proceeds to S630, where the value obtained by adding the correction opening A to the basic opening IIV is The actual control opening IV for actually controlling the opening / closing of the ISCV 38 is set, and the load correction process is ended. When the actual control opening IV is set in this way, a drive signal (duty drive signal or step drive signal) corresponding to the actual control opening IV is output to the ISCV 38 by a control process (not shown), and the ISCV 3
8 is controlled to open and close.

That is, in this load correction process, the basic opening IIV of the ISCV 38 is set according to the engine cooling water temperature,
When the compressor for compressing the refrigerant of the air conditioner operates, a predetermined increase amount A1 is added to the correction opening A for correcting the basic opening IIV, and when the power steering operates, the correction opening A is further increased by a predetermined increase amount. When A2 is added and the current consumption of the electric load becomes equal to or more than a predetermined value, a predetermined amount of increase A3 is further added to the corrected opening degree A.

Therefore, as the load applied to the internal combustion engine 2 increases, the set opening degree of the ISCV 38 increases and the internal combustion engine 2
The intake air amount of is increased. Then, when the intake air amount increases in this way, the fuel injection time is set correspondingly longer, and the output of the internal combustion engine 2 increases.

Next, the lockup correction process executed in the intake air amount correction process will be described with reference to FIG. As described above, this lockup correction process is executed after the above-described load correction process if the low μ road flag Fμ set by the determination process is “1”.

When the execution of the lock-up correction processing is started, first, in S635, it is determined by the above-mentioned lock-up control processing whether or not the lock-up command is currently executed. When it is determined that the lockup command is issued, the process proceeds to S640.

In S640, it is determined whether or not the increased flag F4 is already "1", and if it is determined that the increased flag F4 is not "1", then in S645,
The required opening B of the ISCV 38 is read from the ROM. still,
The required opening degree B is stored in advance in the ROM in accordance with the vehicle speed V and the engine speed Ne, and is set to a larger value as the speed becomes lower and the rotation speed becomes lower. That is, as the vehicle speed V is lower and the engine speed Ne is lower, the engine stall is likely to occur at the time of unlocking the lockup, so that the opening degree of the ISCV 38 is increased.

Then, in the following S650, the processing as the opening setting means for setting the read requested opening B as the lockup correction opening ILV is executed, and the subsequent S655.
Then, "1" is set to the increased flag F4. Then, if "1" is set to the increased flag F4 in S655, or if it is determined in S640 that the increased flag F4 is already "1", the process proceeds to S660 to lock up. The deviation DT between the correction opening ILV and the load correction opening IAV set in the load correction processing is calculated,
In subsequent S665, it is determined whether or not the deviation DT is larger than zero. If it is determined that the deviation DT is not greater than 0, then in S670, the load correction opening IAV is set as the actual control opening IV for actually controlling the opening / closing of the ISCV 38, and the flow proceeds to S675. Then, the increased flag F4 is set to "0", and the lockup correction process is finished.

On the other hand, if it is determined in S665 that the deviation DT is larger than 0, the flow shifts to S680 to set the lock-up correction opening ILV as the actual control opening IV, which serves as opening / closing control means. The process is executed, and the lockup correction process is ended. When the actual control opening IV is set in S670 or S680 as described above, a drive signal (duty drive signal or step drive signal) corresponding to the actual control opening IV is I
It is output to the SCV 38 and the ISCV 38 is controlled to open and close.

If it is determined in S635 that the lockup command is not currently issued, it is determined that the lockup cancellation command is issued, and the flow shifts to S685. Then, in S685, it is determined whether or not the increased flag F4 is "1", and when it is determined to be "1", that is, the lockup correction opening ILV is the actual control opening IV in S680 described above. If it is set as, the attenuation amount K for attenuating the actual control opening IV is set in subsequent S690.

Here, this attenuation amount K is a value for reducing the actual control opening IV each time the lock-up correction processing is executed so as to finally reach the load correction opening IAV, as will be described later. Then, it is set corresponding to the time from when the lockup cancellation command is issued until the lockup clutch 64 is completely released. For example, when the lockup correction process (intake air amount correction process) is executed every 4 ms and it takes 500 ms to completely release the lockup clutch 64, K = DT / (500 /
4).

Further, the time until the lockup clutch 64 is released becomes longer as the oil temperature in the automatic transmission 56 becomes smaller. Therefore, a data map as shown in FIG. 9 is stored in advance in the ROM. Alternatively, the attenuation amount K may be set according to the oil temperature. In this case, the smaller the oil temperature is, the smaller the damping amount K is set, and further, the larger the time for the actual control opening IV to decrease from the lockup correction opening ILV to the load correction opening IAV is set. The Rukoto. Further, the attenuation amount K may be set according to the engine cooling water temperature instead of the oil temperature.

After setting the attenuation amount K in this way, in subsequent S695, the attenuation amount K is subtracted from the deviation DT, and the subsequent S
At 700, it is determined whether the value of the deviation DT has become smaller than zero. When it is determined that the deviation DT is not smaller than 0, in S705, a value obtained by adding the deviation DT to the load correction opening IAV set by the load correction processing is set as the actual control opening IV. The lockup correction process is finished.

When it is determined in S700 that the deviation DT is smaller than 0, the process proceeds to S710, the amount increase flag F4 is set to "0", and the lockup correction process is terminated. . On the other hand, if it is determined in S685 that the increased flag F4 is not "1", S715
Then, the load correction opening IAV is set as the actual control opening IV, and the lockup correction processing is ended.

That is, in this lockup correction process, when the lockup command is output by the above lockup control process, first, the lockup correction opening ILV as the control amount of the ISCV 38 is set (S635-S35).
S655), if the value is smaller than the load correction opening IAV set by the load correction processing, the load correction opening IAV is set as the actual control opening IV (S665: NO,
Conversely, when the lockup correction opening ILV is larger than the load correction opening IAV, the lockup correction opening ILV is set to the actual control opening IV (S665: YES, S680). .

Then, when the lock-up correction opening ILV is set to the actual control opening IV and a lock-up cancellation command is output in the lock-up control processing (S685:
YES), each time the lockup correction processing is executed, the attenuation amount K is subtracted from the deviation DT between the lockup correction opening ILV and the load correction opening IAV to decrease the actual control opening IV (S690). ~ S705), if the value of the deviation DT becomes negative, the amount increase flag F4 is set to "0" (S7).
00: YES, S710), and thereafter, the load correction opening IAV is set to the actual control opening IV (S71).
5).

Next, the operation of this embodiment thus constructed will be described with reference to the time chart of FIG. First, as shown in FIG. 10B, when the accelerator pedal is depressed by the vehicle driver and the brake pedal is not depressed, the idle switch and the brake switch 66 in the throttle sensor 24.
And are both off. Then, by the lockup control process, according to the vehicle speed V and the throttle opening at that time,
The torque converter of the automatic transmission 56 is locked up. In FIG. 10, L / U: ON indicates a lockup command, and L / U: OFF indicates a lockup release command.

Then, the lock-up correction process of the intake air amount correction process sets the lock-up correction opening ILV according to the vehicle speed V and the engine speed Ne, and the value is used as the load correction process of the intake air amount correction process. If it is larger than the load correction opening IAV set as above, the ISCV 38 is controlled to the lockup correction opening ILV. That is, the intake air of the internal combustion engine 2 increases.

After that, when the vehicle driver fully closes the accelerator pedal, the idle switch is turned off, but if the vehicle speed V is equal to or higher than the lockup release vehicle speed data VM2 shown in FIG. 4, the lockup state continues. That is, this is the state of coasting operation. Then, when the vehicle driver depresses the brake pedal, the brake switch 66 is turned on, the lockup control process (S130) outputs a lockup release command to the lockup solenoid 62, and a lockup correction process. (S690-S71
Due to 0), the opening degree of the ISCV 38 is gradually reduced to the load correction opening degree IAV.

Here, for example, the torque converter of the automatic transmission 56 is locked up, and the engine speed Ne is
When the brake pedal is stepped on when the fuel cut is not performed at a value equal to or less than the predetermined value, the internal combustion engine 2 is preliminarily accompanied by an increase in the intake air amount before the lockup is released. The output will be increased.

Therefore, even if there is a response delay before the lock-up clutch 64 is released by depressing the brake pedal, it is possible to prevent the engine speed Ne from becoming smaller than the idle speed and causing engine stall. can do. Further, for example, when the torque converter of the automatic transmission 56 is locked up, even if the engine speed Ne is equal to or higher than a predetermined value and fuel cut is being performed, lockup occurs with depression of the brake pedal. At the time when the release of
Since 38 is opened by the lock-up correction opening ILV and the intake air amount of the internal combustion engine 2 has already been increased, when the engine speed Ne is lowered and the fuel cut is released by the depression operation of the brake pedal, At the same time, the output of the internal combustion engine 2 will increase more than the output during idling.

Therefore, even if there is a response delay before the lock-up clutch 64 is released due to the sudden depression of the brake pedal, the engine stall can be prevented. In addition, since the lockup state can be continued until the brake pedal is depressed without causing an engine stall in this way, it becomes possible to maintain the fuel cut period for a longer period of time, and to improve fuel economy. Can be improved.

As shown in FIG. 10 (A), it is conceivable to increase the opening degree of the ISCV 38 at the same time as the brake pedal is depressed, but in this case, after the intake air amount is increased, There is a possibility that the engine speed Ne will eventually fall below the idle speed and an engine stall will occur due to a response delay until the fuel corresponding to that is supplied. On the other hand, in the present embodiment, since the intake air amount is increased before the brake pedal is depressed, it is possible to completely prevent the engine stall.

On the other hand, in this embodiment, when the brake pedal is depressed, the opening of the ISCV 38 is gradually decreased from the lockup correction opening ILV to the load correction opening IAV. Therefore, as described above, it is possible to prevent the engine stall at the time of releasing the lockup, and it is possible to minimize the deterioration of the engine braking effect due to the increase in the output of the internal combustion engine 2.

Further, in the present embodiment, when the lock-up correction opening ILV is smaller than the control opening of the ISCV 38 set according to the load applied to the internal combustion engine 2, that is, the load correction opening IAV. Controls the opening and closing of the ISCV 38 at the value of the load correction opening IAV.

This is because when the load correction opening IAV is larger than the lockup correction opening ILV, ISCV38
This is because the engine stall at the time of unlocking the lockup can be prevented if the valve is opened by the load correction opening IAV, whereby the IS corresponding to the load of the internal combustion engine 2 can be prevented.
Open / close control of CV38 and ISCV at lockup release
The opening and closing control of 38 is made compatible.

Furthermore, in the present embodiment, the intake air amount correction processing locks up only when it is considered that the friction coefficient of the road surface is low due to the determination processing shown in FIG. The correction process is executed. This is because when the friction coefficient of the road surface is small, the wheels are likely to be locked by the depression operation of the brake pedal, and the engine stall is more likely to occur due to the delay in the operation response of the lockup clutch 64. Only in this case, by executing the lock-up correction process, it is possible to minimize the influence on the fuel consumption and the emission caused by opening the ISCV 38.

Here, in the above embodiment, ISCV is used.
Although the intake air amount is increased by controlling the opening and closing of the valve 38 to prevent the engine stall when the lockup is released, the purge control valve 46 and the EGR valve 5
The intake air amount may be increased by controlling the opening and closing of 0. In this case, as shown in FIG. 2, since the air is directly introduced into the surge tank 10, the ECU 52 can detect the intake air amount based on the signal from the air flow meter 20. Although it disappears, the fuel injection amount is increased by the correction control of the fuel injection time executed based on the detection signal from the air-fuel ratio sensor 28, and consequently the output of the internal combustion engine 2 is increased. Therefore, also in this case, the engine stall at the time of releasing the lockup can be prevented.

If the vehicle is provided with a so-called throttle control mechanism for controlling the opening / closing of the throttle valve 8 separately from the accelerator pedal, the mechanism may be drive-controlled to increase the intake air amount. On the other hand, in the above embodiment, the ISCV 38 is opened at the same time as the lockup command to increase the intake air amount, but at least the intake air amount should be increased before the lockup release command is issued. Good. That is, the intake air amount may be increased after a predetermined time has elapsed after the lockup command was issued.

In the above embodiment, the basic opening IIV set in accordance with the engine cooling water temperature in the load correction process in the intake air amount correction process is applied to the load (for refrigerant compression of the air conditioner) applied to the internal combustion engine 2. The load correction opening IAV of the ISCV 38 is set by correcting the load correction opening IAV according to the operation of the compressor, the power steering, and various electric loads.
Further, the lockup correction opening ILV may be compared with the lockup correction opening ILV by further correcting it according to e.

Here, in the above-described embodiment, the intake air amount is increased in advance before the lockup release command is issued. However, at the same time as the lockup release command, the fuel mixture to the internal combustion engine 2 is performed. You may make it supply energy. Therefore, as a second embodiment, at the same time when the lockup command is output to the automatic transmission 56, the purge control valve 46 is opened and the fuel evaporative gas adsorbed and held in the charcoal canister 40 is supplied to the internal combustion engine 2. The device will be described.

The device configuration of the second embodiment is exactly the same as that of the first embodiment. Instead of the intake air amount correction process, the ECU 52 uses the fuel mixture increasing means shown in FIG. The difference is that the fuel mixture supply process of is executed. It should be noted that this fuel-air mixture supply process is also executed every predetermined time (for example, 4 ms) in parallel with the lock-up control process, similarly to the intake air amount correction process of the first embodiment. Further, similar to the lockup correction process of the first embodiment, it is executed only when the low μ road flag Fμ is set to “1” by the determination process shown in FIG.

Now, this fuel mixture supply processing will be described. When the execution of the fuel mixture supply process is started, first, in S810, it is determined by the lockup control process whether or not a lockup command is currently being issued. When it is determined that the lockup command is issued, the process proceeds to S815, and the amount increase flag F is increased.
"0" is set to p, and this fuel mixture supply processing is ended.

On the other hand, if it is determined in S810 that the lockup command is not issued, it is determined that the lockup release command is issued, and the process proceeds to S820. S8
In 20, it is determined whether or not the increased flag Fp is "1". If it is determined that it is not "1", the subsequent S82.
At 5, the required opening degree P is read from the ROM and the value is set as the actual control opening degree PV of the purge control valve 46.
Then, in subsequent S830, "1" is set to the increased flag Fp, and the present fuel mixture supply processing is ended. The required opening degree P is stored in advance in the ROM in accordance with the vehicle speed V and the engine speed Ne similarly to the required opening degree B in the lock-up correction processing of the first embodiment, and the low speed / low rotation speed Is set to a large value. That is, as the vehicle speed V is lower and the engine speed Ne is lower, the engine stall is more likely to occur when the lockup is released.
The opening of the purge control valve 46 is made large.

Further, in S820, the increased amount flag Fp
When it is determined that is “1”, the process proceeds to S835, and the damping amount K for damping the actual control opening PV is set. It should be noted that this attenuation amount K is a value for reducing the actual control opening PV each time the main fuel mixture supply process is executed and finally reaching 0 as will be described later. Then, like the attenuation amount K in the lockup correction process of the first embodiment, it is set corresponding to the time from when the lockup release command is issued until the lockup clutch 64 is completely released. Further, this attenuation amount K may be set according to the oil temperature of the automatic transmission 56 and the engine cooling water temperature, just as in the case of the first embodiment.

After the attenuation amount K is set in this way, it is then determined in S840 whether or not the required opening P is 0,
When it is determined that it is not 0, the attenuation amount K is subtracted from the required opening degree P in subsequent S845. And then S850
Then, the required opening P is set as the actual control opening PV,
This fuel-fuel mixture supply process is ended.

When it is determined in S840 that the required opening P is 0, the process directly goes to S850, and the value, that is, 0, is set as the actual control opening PV, and the main fuel mixture is set. The supply process ends. When the actual control opening PV is set in S850 in this way, a drive signal having a duty ratio corresponding to the actual control opening PV is output to the purge control valve 46 by the control process (not shown), and the purge control valve 46 is output. The opening / closing control of 46 is performed.

That is, in the present fuel mixture supply processing, when the lockup release command is output by the lockup control processing, first, the required opening degree P is set as the actual control opening degree PV of the purge control valve 46 ( S825), thereafter, the actual control opening degree P every time the present fuel mixture supply processing is executed.
V is reduced by the attenuation amount K so that it finally becomes 0 (S840 to S850).

Next, the operation of this embodiment thus constructed will be described with reference to the time chart of FIG. First, when the accelerator pedal is depressed by the vehicle driver and the brake pedal is not depressed, both the idle switch and the brake switch 66 in the throttle sensor 24 are turned off. Then, the lockup control process locks up the torque converter of the automatic transmission 56 in accordance with the vehicle speed V and the throttle opening at that time.

In this state, when the vehicle driver depresses the brake pedal, the brake switch 66 turns on,
By the lockup control process (S130), the lockup release command is output to the lockup solenoid 62. At the same time, the purge control valve 46 is opened to the required opening P by the fuel mixture supply process (S825), and the fuel evaporative gas adsorbed and held in the charcoal canister 40 is supplied to the internal combustion engine 2. . Then, thereafter, the opening degree of the purge control valve 46 is gradually reduced to zero.

Therefore, according to the second embodiment, even if there is a response delay until the lockup clutch 64 is released due to depression of the brake pedal, the purge control valve 4
Since the output of the internal combustion engine 2 is increased by the fuel evaporative gas (fuel mixture) supplied from 6, it is possible to prevent engine stall when the lockup is released. That is,
In the second embodiment, not the air but the fuel mixture is supplied to the internal combustion engine 2.
Even if the purge control valve 46 is opened at the same time as the lockup release command as in the example shown in (A), the output of the internal combustion engine 2 can be instantaneously increased and the occurrence of engine stall can be prevented. .

Also in the second embodiment, since the opening degree of the purge control valve 46 is gradually decreased from the required opening degree P, it is possible to prevent the engine stall when the lockup is released. Therefore, the deterioration of the engine braking effect due to the increase in the output of the internal combustion engine 2 can be minimized.

On the other hand, also in the second embodiment, the fuel mixture supply process is executed only by the determination process shown in FIG. 6 when the friction coefficient of the road surface is low such as in cold weather or in rainy weather. . Therefore, the purge control valve 46
It is possible to minimize the effect on emissions by opening the.

In the second embodiment, the purge control valve 46 is controlled to be opened and closed to prevent the engine stall when the lockup is released.
The fuel mixture may be increased by controlling the opening and closing of the R valve 50 to recirculate the residual fuel in the exhaust gas to the surge tank 10.

Here, in the above-described first and second embodiments, as the attenuation amount K when the ISCV 38 or the purge control valve 46 is closed, a preset fixed value, the oil temperature of the automatic transmission 56 or the engine cooling water temperature is set. However, the attenuation amount K may be set according to the throttle opening before the brake pedal is depressed.

Then, as a third embodiment, ISCV will be described next.
A device for setting the attenuation amount K when the valve 38 and the purge control valve 46 are closed according to the throttle opening will be described.
The device configuration of the third embodiment is completely the same as that of the first and second embodiments, and the processing executed by the ECU 52 is also the same as that of each of the above embodiments. However, the ECU 5
2 differs only in that the attenuation amount setting process shown in FIG. 13 is additionally executed.

This attenuation amount setting process is a cycle (eg, 500) that is larger than the execution cycle of the intake air amount correction process of the first embodiment or the fuel mixture supply process of the second embodiment.
every ms) and is executed in parallel with each of these processes. In this attenuation amount setting processing, first, in S910, it is determined by the lockup control processing whether or not a lockup command is currently being issued. Then, if it is determined that the lockup command is not issued, the main attenuation amount setting process is ended, but if it is determined that the lockup command is issued, the process proceeds to S920.

At step S920, the current throttle opening is read, and at step S930, RO is read as illustrated in FIG.
From the data map stored in M, the attenuation amount K according to the current throttle opening is read. In this data map, the attenuation amount K corresponding to the throttle opening is set in advance, and the attenuation amount K increases as the throttle opening increases. This is because, when the throttle opening is large, the engine speed Ne is high, so even if the damping amount K is set large and the ISCV 38 and the purge control valve 46 are closed quickly, engine stall is unlikely to occur. This is because.

After that, in subsequent S940, the attenuation amount K read in this way is stored in the RAM, and this attenuation amount setting process is terminated. Then, in the third embodiment, S9
The attenuation amount K stored in the RAM in 40 is read in S690 in the lockup correction process (FIG. 8) or S835 in the fuel mixture supply process (FIG. 11).

In other words, in the third embodiment, the attenuation amount setting process is executed so that every predetermined time (500 m in this example).
every s), the attenuation amount K according to the throttle opening at that time
Is constantly updated and set, whereby the damping amount K corresponding to the throttle opening just before the brake pedal is depressed and lockup release is started.
Can be set.

As shown in FIG. 14, the damping amount K is set to be larger as the throttle opening is large and the engine speed Ne is considered to be higher, and the throttle opening is smaller and the engine speed Ne is smaller. The smaller the value is considered to be, the smaller the value is set. Therefore, when the engine speed Ne is high and the engine stall is unlikely to occur when the lockup is released, the ISCV 38 and the purge control valve 46 are quickly closed to improve the engine braking effect, and conversely, the engine speed Ne. If the engine stall is low and engine stall is likely to occur, the ISCV 38 and the purge control valve 46 can be slowly closed to reliably prevent the engine stall.

In the third embodiment, the attenuation amount K corresponding to the current throttle opening is read directly from the data map. However, a correction coefficient for correcting a predetermined basic attenuation amount is set as the throttle opening amount. It may be stored in the ROM in advance according to the frequency. Then, such a correction coefficient
The attenuation amount can be set more precisely by multiplying the attenuation amount K set according to the oil temperature of the automatic transmission 56 and the engine cooling water temperature to obtain the attenuation amount actually used.

Further, instead of setting the attenuation amount and its correction coefficient according to the throttle opening as described above, according to the engine speed Ne when the brake switch 66 is turned on,
The attenuation amount and its correction coefficient may be set. Then, in this case, a more optimal attenuation amount can be set.

[Brief description of drawings]

FIG. 1 is a configuration diagram illustrating a configuration of the present invention.

FIG. 2 is a schematic configuration diagram showing a system configuration of a first embodiment.

FIG. 3 is a flowchart showing a lockup control process in the first embodiment.

FIG. 4 is an explanatory diagram illustrating a data map used in lockup control processing.

FIG. 5 is a flowchart showing an intake air amount correction process in the first embodiment.

FIG. 6 is a flowchart showing a determination process in the first embodiment.

FIG. 7 is a flowchart showing a load correction process executed in an intake air amount correction process.

FIG. 8 is a flowchart showing lockup correction processing executed in intake air amount correction processing.

FIG. 9 is an explanatory diagram illustrating a data map for setting an attenuation amount according to oil temperature.

FIG. 10 is a time chart illustrating the operation of the first embodiment.

FIG. 11 is a flow chart showing a fuel mixture supply process in the second embodiment.

FIG. 12 is a time chart explaining the operation of the second embodiment.

FIG. 13 is a flowchart showing an attenuation amount setting process in the third embodiment.

FIG. 14 is an explanatory diagram illustrating a data map for setting an attenuation amount according to a throttle opening.

[Explanation of symbols]

2 ... Internal combustion engine 4 ... Intake pipe 8 ... Throttle valve
16 ... Fuel tank 18 ... Exhaust pipe 20 ... Air flow meter 22 ...
Intake air temperature sensor 24 ... Throttle sensor 26 ... Intake pressure sensor
28 ... Air-fuel ratio sensor 30 ... Water temperature sensor 36 ... Bypass passage 38 ... Idle speed control valve (ISC
V) 42, 44 ... Conduit 46 ... Purge control valve 48 ... Reflux pipe 50 ... EGR valve 52 ... Electronic control unit (ECU)
54 ... Vehicle speed sensor 56 ... Automatic transmission 62 ... Lockup solenoid 64 ... Lockup clutch 66 ... Brake switch 68 ... Air conditioner switch 70 ... Detection switch
72 ... Current detector 74 ... Wiper switch

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification code Office reference number FI technical display area // F16H 59:54

Claims (6)

[Claims] 1. A brake operation detecting means for detecting a depression operation of a brake pedal, and a lock-up command to an automatic transmission under a predetermined operating condition to lock up a torque converter of the automatic transmission, and at least the brake operation. Lockup control means for releasing a lockup release command to the automatic transmission to release lockup of the torque converter when the detection means detects a depression operation of the brake pedal, and the lockup command of the lockup control means. The intake air amount increasing means for increasing the intake air amount of the internal combustion engine by a predetermined amount, and stopping the increase of the intake air amount after a lapse of a predetermined time when the lockup release command is output from the lockup control means. A control device for a vehicle with an automatic transmission, comprising: 2. The control device for a vehicle with an automatic transmission according to claim 1, wherein the intake air amount increasing means is provided in a throttle valve of the internal combustion engine and an idle speed provided in a bypass passage bypassing the throttle valve. A control valve, a purge control valve provided in an introduction passage for introducing the fuel vapor gas generated in the fuel tank into the intake pipe of the internal combustion engine, and a recirculation passage for returning exhaust gas of the internal combustion engine to the intake pipe A control device for a vehicle with an automatic transmission, wherein the intake air amount is increased by controlling opening / closing of at least one of the EGR valves. 3. The control device for a vehicle with an automatic transmission according to claim 1, wherein an idle speed control valve provided in a bypass passage that bypasses a throttle valve of the internal combustion engine according to an operating state of the internal combustion engine. An opening degree setting means for setting an opening degree of the idle speed control valve based on the lockup command of the lockup control means, The opening set by the opening setting means is compared with the control opening of the idle speed control valve by the idle rotation control means, and when the opening set by the opening setting means is larger, The idle speed control valve is controlled to open and close to the set opening,
An opening / closing control means for increasing the intake air amount, and a control device for a vehicle with an automatic transmission. 4. A brake operation detecting means for detecting an operation of depressing a brake pedal, and a lockup command to the automatic transmission under a predetermined operating condition to lock up a torque converter of the automatic transmission, and at least the brake operation. When the detection means detects a depression operation of the brake pedal, a lockup control means for releasing a lockup release command to the automatic transmission to release the lockup of the torque converter, and the lockup release means from the lockup control means. A control device for a vehicle with an automatic transmission, comprising: a fuel mixture increasing means for increasing a fuel mixture to an internal combustion engine for a predetermined time when a command is output. 5. The control device for a vehicle with an automatic transmission according to claim 4, wherein the fuel mixture increasing means introduces a fuel vapor gas generated in a fuel tank into an intake pipe of the internal combustion engine. E provided in a purge control valve provided in the engine and a recirculation passage for recirculating exhaust gas of the internal combustion engine to the intake pipe.
A control device for a vehicle with an automatic transmission, wherein the fuel mixture is increased by controlling opening / closing of at least one of GR valves. 6. The control device for a vehicle with an automatic transmission according to claim 1, wherein the determining means determines whether or not the road surface on which the vehicle is currently traveling is slippery, and the determining means. A control device for a vehicle with an automatic transmission, comprising: an operation restricting unit that operates the intake air amount increasing unit or the fuel mixture increasing unit only when it is determined that the road surface is slippery. .