JP2010112435A - Vehicle controller - Google Patents

Abstract

A vehicle control device capable of executing fuel cut control for a long time is provided.
An internal combustion engine, shift control means for performing a shift control of a stepped automatic transmission, and a fuel for stopping supply of fuel to the internal combustion engine when the rotation speed of the internal combustion engine is equal to or higher than a predetermined rotation speed A vehicle control device that controls a vehicle including a determination unit that determines whether or not cut control can be performed, and when a driver performs an accelerator return operation, the vehicle shifts to a lower gear than the current gear. A downshift requesting means for requesting a downshift is provided, and the shift control means is requested when the downshift is requested by the downshift requesting means (S11-Y) when the fuel cut control is not executed (S12-N). On the other hand, when it is determined by the determination means that the fuel cut control can be executed at the current gear position (S13-Y), until the fuel cut control is started, To delay execution of the determined down-shift (S14).
[Selection] Figure 1

Description

  The present invention relates to a vehicle control device, and more particularly to a vehicle control device that performs fuel cut control.

  A fuel cut control technique for stopping the supply of fuel to an engine (internal combustion engine) while the vehicle is running is known. For example, in Patent Document 1, when the shift stage of the automatic transmission is determined to be other than the first speed, it is determined that the deceleration lockup control is being performed, and the fuel cut is being determined. There is disclosed a control device for an automatic transmission that changes a predetermined downshift line and upshift line according to the vehicle speed to a high vehicle speed downshift line and a high vehicle speed upshift line, respectively. According to Patent Document 1, fuel cut can be continued for a long time in a stop downshift without requiring a driving force, and fuel consumption can be improved.

JP 2005-9510 A

  In vehicle travel control, it is desired that fuel cut control can be executed for a long time.

  An object of the present invention is when an internal combustion engine, a stepped automatic transmission, a shift control means for performing shift control of the automatic transmission, and a rotation speed of the internal combustion engine are equal to or higher than a predetermined rotation speed, Controlling a vehicle including a determination unit that determines whether or not fuel cut control for stopping the supply of fuel to the internal combustion engine can be executed, and an execution unit that executes fuel cut control based on a determination result of the determination unit In a vehicle control device, it is providing the vehicle control device which can perform fuel cut control for a long time.

  The vehicle control device according to the present invention includes an internal combustion engine, a stepped automatic transmission, a shift control means for performing a shift control of the automatic transmission, and a rotation speed of the internal combustion engine equal to or higher than a predetermined rotation speed. In some cases, determination means for determining whether or not fuel cut control for stopping the supply of fuel to the internal combustion engine can be executed, and execution means for executing the fuel cut control based on a determination result of the determination means A downshift request for requesting a downshift to a downshift gear position that is lower than the current gear position when the driver performs an accelerator return operation. And when the downshift is requested by the downshift requesting means when the fuel cut control is not being executed. When the determination means determines that the fuel cut control can be executed at the current gear position, the execution of the requested downshift is delayed until the fuel cut control is started. And

  In the vehicle control device of the present invention, the shift control means is configured to request a downshift by the downshift requesting means and to determine the current gear position by the determining means in a state where the fuel cut control is not executed. In the case where it is determined that the fuel cut control can be executed, the rotational speed of the internal combustion engine at the downshift speed is determined based on the current vehicle speed and the gear ratio of the downshift speed. When it is determined that the speed is exceeded, the requested downshift is performed before the start of the fuel cut control without delaying execution of the requested downshift.

  In the vehicle control device of the present invention, as a shift line that defines the relationship between the vehicle speed and the shift stage of the automatic transmission, the first shift line and the first shift line are compared with the predetermined vehicle speed. A second shift line in which the shift stage of the automatic transmission is set to a low speed stage, and the downshift requesting means changes from the shift control based on the first shift line to the second shift line by the accelerator return operation. When the shift control is based, a downshift to the downshift stage is requested based on the second shift line.

  The vehicle control device of the present invention includes downshift requesting means for requesting a downshift to a downshift gear position that is a lower speed than the current gear position when the driver performs an accelerator return operation. In the state where the fuel cut control is not being executed, and when the downshift is requested by the downshift requesting means, when the determination means determines that the fuel cut control can be executed at the current shift stage, The execution of the requested downshift is delayed until fuel cut control is started. Thus, if the fuel cut control can be executed when the downshift request is made, the fuel cut control is executed with priority over the downshift. Thereby, fuel cut control can be performed for a long time.

  Hereinafter, an embodiment of a vehicle control device of the present invention will be described in detail with reference to the drawings.

(First embodiment)
The first embodiment will be described with reference to FIGS. 1 to 3. The present embodiment relates to a vehicle control device that performs fuel cut control.

  In the present embodiment, when there is a coast down due to the accelerator returning, it is determined whether or not the fuel cut can be performed with the current gear position. If the fuel cut is possible, the coast down shift is performed as a fuel cut start operation. Delayed to completion. Thereby, the start of fuel cut is advanced and the time for performing fuel cut control is extended, thereby improving the fuel consumption reduction effect.

  FIG. 2 is a schematic configuration diagram of an apparatus according to the present embodiment. In FIG. 2, reference numeral 10 is a stepped automatic transmission, and 40 is an engine (internal combustion engine). The automatic transmission 10 is capable of six-speed shifting by controlling the hydraulic pressure by energization / non-energization of the solenoid valves 121a, 121b, and 121c. In FIG. 2, three electromagnetic valves 121a, 121b, and 121c are illustrated, but the number of electromagnetic valves is not limited to three. The solenoid valves 121a, 121b, and 121c are driven by a signal from the control circuit 130.

  The throttle opening sensor 114 detects the opening of the throttle valve 43 disposed in the intake passage 41 of the engine 40. The throttle opening sensor 114 includes an idle switch that detects whether the opening of the throttle valve 43 is a predetermined value. The idle switch of the throttle opening sensor 114 is turned on when the throttle opening that is the opening of the throttle valve 43 is a value (predetermined value) that is equal to or less than a predetermined opening. On the other hand, the idle switch is turned off when the throttle opening is larger than the predetermined opening. Hereinafter, a state where the idle switch of the throttle opening sensor 114 is ON is described as “idle on”, and a state where the idle switch is OFF is described as “idle off”.

  The engine speed sensor 116 detects the speed (rotational speed) of the engine 40. The vehicle speed sensor 122 detects the rotation speed of the output shaft 120c of the automatic transmission 10 that is proportional to the vehicle speed. The shift position sensor 123 detects the shift position. The accelerator opening sensor 115 detects the opening of an accelerator pedal (not shown). The engine water temperature sensor 119 detects the cooling water temperature of the engine 40. The engine oil temperature sensor 124 detects the oil temperature of the lubricating oil of the engine 40.

  The control circuit 130 outputs signals indicating detection results of the throttle opening sensor 114, the accelerator opening sensor 115, the engine speed sensor 116, the engine water temperature sensor 119, the vehicle speed sensor 122, the shift position sensor 123, and the engine oil temperature sensor 124. input.

  The control circuit 130 is configured by a known microcomputer and includes a CPU 131, a RAM 132, a ROM 133, an input port 134, an output port 135, and a common bus 136. Signals from the sensors 114, 115, 116, 119, 122, 123, and 124 are input to the input port 134. Solenoid valve driving units 138a, 138b, and 138c are connected to the output port 135.

  The ROM 133 stores a program in which the operations (control steps) shown in the flowchart of FIG. 1 are described in advance, and a shift map for shifting the gear stage of the automatic transmission 10 and a shift control operation (not shown). Is stored). The control circuit 130 shifts the automatic transmission 10 based on various input control conditions. In addition, the control circuit 130 executes fuel cut control for stopping the supply of fuel to the engine 40 based on various input control conditions. Specifically, the control circuit 130 performs the fuel cut control when the fuel cut execution requirement including the condition that the engine is idling on and the engine speed is a value within a predetermined range is satisfied. Execute.

  The ROM 133 stores two types of shift lines as shift maps that define the correspondence between the running state of the vehicle and the target shift stage of the automatic transmission 10. The control circuit 130 performs shift control based on different shift lines when the vehicle is decelerated and when the vehicle is traveling other than during deceleration. Thus, the case where the shift control based on the different shift lines is performed at the time of deceleration and the travel state other than at the time of deceleration is, for example, the case where the sport travel mode is set. Hereinafter, a shift line (first shift line) referred to in a traveling state other than during deceleration is referred to as a “normal shift line”, and a shift line (second shift line) referred to during deceleration is referred to as a “deceleration shift line”. Is described. Here, when decelerating is, for example, a traveling state in which the engine is idle-on by an accelerator return operation or a traveling state in which the engine is idle-on and the brake is turned on. In the deceleration shift line, the downshift is on the high speed side compared to the normal shift line. In other words, in the shift control based on the deceleration shift line, the target shift stage of the automatic transmission 40 is lower than the case where the shift control based on the normal shift line is performed, with respect to a predetermined traveling state (for example, vehicle speed). Is set to the side gear position.

  Which shift line to select between the normal shift line and the deceleration shift line is determined based on the running state, for example, the accelerator opening or the throttle opening. In the present embodiment, when the throttle opening is a value equal to or less than the predetermined opening, that is, when the idling is on, the deceleration shift line is selected, and the throttle opening is larger than the predetermined opening. When it is the degree, that is, when it is idle off, the normal shift line is selected.

  When the engine is switched from idle-off to idle-on by the accelerator return operation during traveling, the shift control based on the normal shift line shifts to the shift control based on the deceleration shift line. Thereby, a downshift may be requested in synchronization with idle-on. FIG. 6 is a timing chart showing an operation when a downshift is requested in synchronization with idle-on in the conventional control.

  In FIG. 6, reference numeral 301 denotes an accelerator opening, and reference numeral 302 denotes a shift determination, that is, a command value for the gear position of the automatic transmission 10. Reference numeral 303 denotes an engine speed that is the rotational speed of the engine 40, and reference numeral 304 denotes a fuel cut execution flag. Further, reference sign Ne1 indicates the fuel cut start rotational speed, and reference sign Ne2 indicates the fuel cut end rotational speed.

  The fuel cut start rotation speed Ne1 is a threshold value (predetermined rotation speed) of the engine rotation speed 303 for determining whether or not the fuel cut control can be started. When the control circuit 130 determines whether or not to start the fuel cut control, the engine speed 303 is equal to or higher than the fuel cut start speed Ne1, and fuel cut execution requirements other than the engine speed 303 are satisfied. If it is determined, it is determined that the fuel cut control can be started. That is, the control circuit 130 determines whether or not to execute fuel cut control when the engine speed 303 is equal to or higher than the fuel cut start speed Ne1. On the other hand, the control circuit 130 does not determine that the fuel cut control can be started when the engine speed 303 is less than the fuel cut start speed Ne1.

  The fuel cut end rotational speed Ne2 is a threshold value of the engine speed 303 for determining whether or not to end the fuel cut control. The control circuit 130 ends the fuel cut control when the engine speed 303 becomes equal to or less than the fuel cut end rotation speed Ne2 during execution of the fuel cut control.

  In the example shown in FIG. 6, the accelerator return operation is performed and the engine is idled at time T0, and the shift control based on the normal shift line is shifted to the shift control based on the deceleration shift line. When a downshift determination (downshift request) is made along with a change in the shift line, in the conventional control, first, a downshift determination (downshift command) is executed. When a downshift command is issued at time T1 and a shift is started in the automatic transmission 10, the fuel cut control is not started until time T2 when the actual downshift is completed. This is due to, for example, the establishment of shock or engine rotation synchronization control. Since it is difficult to cut the fuel of the engine 40 during the shift and to start the control operation of the torque converter lockup clutch necessary for the fuel cut, the fuel cut control starts until the time T2 when the shift is completed. Was not. Here, since a certain time is required to perform the downshift, the vehicle speed decreases during the shift. As the vehicle speed decreases, as indicated by reference numeral 303a, the engine speed 303 decreases during a shift.

  For this reason, if the fuel cut control is started after the shift is completed, the fuel cut control may not be executed for a long time. Even if the fuel cut execution flag 304 is turned ON at time T2 and the fuel cut control is started, the engine speed 303 immediately decreases to the fuel cut end speed Ne2, and the fuel cut control is ended. There is. In addition, the engine speed 303 may decrease too much during a shift, and fuel cut control may not be started. The fuel cut control could not be started when the engine speed 303 at the time T2 at which the shift is completed becomes less than the fuel cut start speed Ne1.

  In this embodiment, as will be described in detail below, when there is a coast down due to an accelerator return, in other words, when the accelerator is turned back on by an accelerator return operation and a downshift request is made based on a deceleration shift line, It is determined whether or not the fuel can be cut. If fuel cut is possible with the current gear position, the gear shift is delayed until the fuel cut start operation is completed. In other words, when the fuel can be cut without coasting down, the fuel is cut with priority over the shift. FIG. 3 is a timing chart when the shift determination is delayed by the control of the present embodiment. The control circuit 130 as a vehicle control device of the present embodiment includes a determination unit that determines whether or not to execute fuel cut control, an execution unit that executes fuel cut control, a downshift request unit, and an automatic transmission 10. It has a function as shift control means for performing shift control.

  In FIG. 3, reference numeral 202 denotes a shift determination according to the present embodiment, that is, a command value for the shift stage of the automatic transmission 10, reference numeral 203 denotes an engine speed according to the present embodiment, and reference numeral 204 denotes a fuel cut according to the present embodiment. Indicates the execution flag. At time T0, when the engine is idle-on and shifts from the shift control based on the normal shift line to the shift control based on the deceleration shift line and a downshift request is made, in the present embodiment, first, the current shift stage remains unchanged. It is determined whether or not fuel can be cut. If fuel cut is possible at the current gear position, downshift determination (shift timing) is delayed until fuel cut control is started.

  For example, at time T1 when the downshift determination is made in the conventional control (FIG. 6), the fuel cut execution flag 204 is turned on instead of the shift determination. Thus, fuel cut control is started before the downshift is executed. At time T3 after the fuel cut control is started, a downshift determination is made and the downshift is executed. In the conventional control, when a downshift request is made, execution of the downshift has been given priority. This is because the required driving force of the driver is realized at an early stage and it is not easy to perform a shift during the execution of the fuel cut control. On the other hand, in the present embodiment, the start of fuel cut control is prioritized over the execution of downshift. Thereby, the start timing of fuel cut control can be advanced, the fuel cut time can be extended, and the fuel efficiency effect can be improved.

  FIG. 1 is a flowchart showing the operation of this embodiment.

  First, in step S11, the control circuit 130 determines whether or not there is a deceleration reduction determination. The control circuit 130 determines whether or not a shift control based on the deceleration shift line is performed and a downshift to a shift stage on the lower speed side than the current shift stage is requested based on the deceleration shift line. . As a result of the determination, if it is determined that there is a deceleration down determination (step S11-Y), the process proceeds to step S12, and if not (step S11-N), the control flow ends.

  In step S12, the control circuit 130 determines whether or not fuel cut control is being executed. For example, the control circuit 130 performs the determination in step S12 based on the state of the fuel cut execution flag 204. In this case, if the fuel cut execution flag 204 is ON, it is determined that the fuel cut control is being executed. As a result of the determination, if it is determined that the fuel cut control is being executed (step S12-Y), the process proceeds to step S15. If not (step S12-N), the process proceeds to step S13.

  In step S13, the control circuit 130 determines whether or not fuel cut control can be executed at the current gear position. The control circuit 130 performs the determination in step S13 based on the current driving state of the vehicle including the engine speed 203, for example. A region where the fuel cut control can be performed, for example, the fuel cut start rotational speed Ne1, varies depending on the magnitude of the electric load by the air conditioner, the auxiliary machine, the engine oil temperature, the engine water temperature, and the like. Therefore, in the present embodiment, the control circuit 130 starts fuel cut control at the current gear position based on the current vehicle speed, engine speed, target engine speed during idling, oil temperature of the engine 40, water temperature, and the like. Determine if you can. The control circuit 130 determines that the fuel cut control can be executed when the current engine speed is equal to or higher than the fuel cut start speed Ne1 and the fuel cut execution requirements other than the engine speed are satisfied. . As a result of the determination, if it is determined that the fuel cut control can be executed at the current gear position (step S13-Y), the process proceeds to step S14. If not (step S13-N), the process proceeds to step S15. move on.

  In step S <b> 14, the shift is delayed by the control circuit 130. The control circuit 130 delays the output of the shift determination until the fuel cut start operation is completed, and outputs the shift determination based on the deceleration shift line as valid when the fuel cut start operation is completed. Specifically, the control circuit 130 sets the fuel cut execution flag 204 to ON while delaying downshift determination, and starts fuel cut control. When the fuel cut control is started, the control circuit 130 validates the shift determination and outputs a downshift command to the automatic transmission 10. When step S14 is executed, the control flow ends.

  In step S15, a shift command is output by the control circuit 130 in accordance with the determination of deceleration reduction. The control circuit 130 makes a shift determination to the target shift speed calculated based on the deceleration shift line, and outputs a shift command to the target shift speed to the automatic transmission 10. Thereby, in the automatic transmission 10, a downshift to the target shift stage is executed. When step S15 is executed, the control flow ends.

  As described above, in the present embodiment, when there is a downshift request by the deceleration shift line (S11-Y) and the fuel cut is not performed (S12-N), the fuel is kept at the current shift stage. It is determined whether or not the cut can be started. If the fuel cut can be started at the current stage (S13-Y), the shift determination output is delayed until the fuel cut start operation is completed (S14). Since fuel cut control is performed before shifting, the start of fuel cut is accelerated, and the time for executing fuel cut control is extended, thereby improving the fuel consumption reduction effect. In addition, since the fuel cut control is started before the vehicle speed decreases, it is possible to eliminate the problem that the fuel cut control cannot be performed because the vehicle speed is too low after the shift.

  In conventional control, in consideration of drivability and the like, priority is given to a downshift request based on a shift line, and fuel cut control is started after the downshift is performed. In the present embodiment, fuel cut control is given priority over downshifting. Therefore, fuel cut control can be executed for a long time, and fuel consumption can be reduced.

  In the present embodiment, the case where the downshift request is made based on the deceleration shift line has been described as an example, but the downshift request is not limited to that based on the deceleration shift line. For example, even when a downshift request is made based on the normal shift line, or when a downshift request is made by another driving force control means, the downshift is delayed until the fuel cut control of this embodiment is started. Control can be applied.

(Second Embodiment)
A second embodiment will be described with reference to FIGS. 4 and 5. In the second embodiment, only differences from the first embodiment will be described.

  The difference between the control of the present embodiment and the control of the first embodiment (FIG. 1) is that the fuel cut cannot be performed if the downshift is performed first, but the shift determination is delayed and the current shift speed is changed. The shift determination is delayed only in the situation where the fuel can be cut if it is maintained. Even if the downshift is executed in accordance with the downshift request, if it is determined that the fuel cut control can be started at the speed stage after the downshift (downshift speed stage), the downshift is prioritized. As a result, it is possible to achieve both the realization of deceleration, which is another purpose of the downshift during deceleration, and the improvement of fuel consumption.

  In the present embodiment, as described below, when a downshift determination based on the deceleration shift line is made, the operation state after the downshift when the downshift is executed is predicted, and the downshift is performed based on the prediction result. It is determined whether the shift is delayed.

  FIG. 7 is a diagram for explaining a case where fuel cut control cannot be executed after downshifting in conventional control.

  In FIG. 7, reference numerals 301 and 302 indicate accelerator opening and shift determination, respectively. Reference numeral 403 indicates the engine speed. When the shift is determined at time T1 and the shift is started, the engine speed 403 decreases during the shift as indicated by reference numeral 403a. As a result, at the time T2 when the shift is completed, the engine speed 403 may be lower than the fuel cut start speed Ne1. In this case, the fuel cut control could not be executed. For example, the vehicle speed may drop suddenly, for example, when the brake is strongly depressed simultaneously with the accelerator off. In such a case, there is a scene in which the fuel cut control cannot be performed because of waiting for the downshift.

  In the present embodiment, when a downshift is requested, it is first determined in advance whether or not an operation state in which fuel cut control can be started at time T2 when the downshift is completed when the downshift is executed is determined. When it is determined that the fuel cut control cannot be started after the downshift is completed, the shift determination for the downshift is delayed until the fuel cut control is started, as shown in FIG. FIG. 4 is a timing chart showing an operation when it is determined in this embodiment that the fuel cut control cannot be started after the downshift is completed.

  In FIG. 4, reference numeral 205 denotes a shift determination, 206 denotes an engine speed, and 207 denotes a fuel cut execution flag. If it is determined that the fuel cut control cannot be started after the downshift is completed, the downshift determination is delayed as in the first embodiment. That is, when a downshift request is made, first, the fuel cut execution flag 207 is turned ON to start fuel cut control, and then a shift determination for downshift is performed at time T3. As a result, the fuel cut control can be performed according to the present embodiment in a scene where the fuel cut control cannot be executed by the conventional control, and there is an effect of reducing fuel consumption.

  FIG. 5 is a flowchart showing the operation of the present embodiment.

  Steps S21 to S23 can be the same as steps S11 to S13 of the first embodiment (FIG. 1). That is, when it is determined that there is a deceleration down determination (step S21-Y), it is not determined that the fuel cut control is being executed (step S22-N), and the fuel cut control is performed at the current gear position. If it is determined that execution is possible (step S23-Y), the process proceeds to step S24.

  In step S24, the control circuit 130 determines whether or not the fuel cut control can be executed after the shift. The control circuit 130 determines whether the fuel cut can be started after the shift based on values such as the vehicle speed after the shift, the engine speed, the idling target engine speed, the oil temperature, and the water temperature. Here, each parameter after the shift is calculated based on, for example, the result of the adaptation experiment. The control circuit 130 stores in advance the time required for shifting, which is calculated based on the result of the experiment. The vehicle speed after the shift is estimated based on the current vehicle speed, the time required for the shift, and the related values of the required driving force and the deceleration force. Further, the engine speed after the shift (the engine speed at the downshift gear) is calculated based on the estimated vehicle speed after the shift and the gear ratio of the downshift gear that is the gear after the shift. .

  The control circuit 130 determines whether or not the fuel cut control can be executed after the shift based on whether or not the engine speed at the downshift speed is equal to or higher than the fuel cut start speed Ne1. As a result of the determination, if it is determined that the fuel cut control can be executed after the shift (step S24-Y), the process proceeds to step S26, and if not (step S24-N), the process proceeds to step S25.

  In step S25, the control circuit 130 delays the shift. The control circuit 130 delays the output of the shift determination until the fuel cut start operation is completed, and outputs the shift determination based on the deceleration shift line as valid when the fuel cut start operation is completed. When step S25 is executed, the control flow ends.

  In step S26, the control circuit 130 outputs a shift command according to the determination of the deceleration reduction. When step S26 is executed, this control flow ends.

  According to the present embodiment, it is possible to narrow down the scenes for delaying the shift determination for downshifting to the scenes in which the fuel consumption reduction effect by the fuel cut control cannot be obtained by the conventional control. That is, the fuel cut control can be executed at the current gear position (step S23-Y), and the downshift is narrowed down when the fuel cut control cannot be performed at the downshift gear position after the shift (step S24-N). The shift determination is delayed. Therefore, it is possible to minimize the influence on the shift control based on the shift line and achieve both fuel efficiency and drivability.

  In the above embodiments, the case where the automatic transmission 10 is a stepped automatic transmission (AT) has been described. However, the automatic transmission 10 to which the embodiments can be applied is not limited to this. In other known stepped automatic transmissions and vehicles equipped with continuously variable transmissions, control for delaying downshifts until the start of fuel cut control of each embodiment may be applied.

It is a flowchart which shows operation | movement of 1st Embodiment of the vehicle control apparatus of this invention. It is a schematic block diagram of the apparatus which concerns on 1st Embodiment of the vehicle control apparatus of this invention. It is a timing chart in case the control of 1st Embodiment of the vehicle control apparatus of this invention is performed and a shift judgment is delayed. In 2nd Embodiment of the vehicle control apparatus of this invention, it is a timing chart which shows operation | movement when it determines with fuel cut control not being able to be started after completion of a downshift. It is a flowchart which shows operation | movement of 2nd Embodiment of the vehicle control apparatus of this invention. It is a timing chart which shows operation | movement when the downshift is requested | required synchronizing with idle-on in the conventional control. In conventional control, it is a figure for demonstrating the case where fuel cut control becomes unexecutable after execution of a downshift.

Explanation of symbols

10 Automatic transmission 40 Engine (internal combustion engine)
43 throttle valve 114 throttle opening sensor 115 accelerator opening sensor 116 engine speed sensor 119 engine water temperature sensor 122 vehicle speed sensor 123 shift position sensor 124 engine oil temperature sensor 130 control circuit Ne1 fuel cut start rotation speed (predetermined rotation speed)
Ne2 Fuel cut end rotation speed

Claims (3)

An internal combustion engine;
A stepped automatic transmission,
Shift control means for performing shift control of the automatic transmission;
Determining means for determining whether or not fuel cut control for stopping the supply of fuel to the internal combustion engine can be executed when the rotational speed of the internal combustion engine is equal to or higher than a predetermined rotational speed;
A vehicle control device for controlling a vehicle including execution means for executing the fuel cut control based on a determination result of the determination means;
Comprising a downshift requesting means for requesting a downshift to a downshift stage that is lower than the current shift stage when an accelerator return operation is performed by the driver;
The shift control means can execute the fuel cut control at the current shift stage by the determination means when a downshift is requested by the downshift requesting means when the fuelcut control is not being executed. If it is determined, the vehicle control device delays execution of the requested downshift until the fuel cut control is started. The vehicle control device according to claim 1,
In the state where the fuel cut control is not being executed, the shift control means is requested to perform a downshift by the downshift requesting means, and the determination means can execute the fuel cut control at the current shift stage. If it is determined,
If it is determined that the rotational speed of the internal combustion engine at the downshift speed is greater than or equal to the predetermined speed based on the current vehicle speed and the speed ratio of the downshift speed, the requested downshift The vehicle control apparatus is characterized in that the requested downshift is executed before the start of the fuel cut control without delaying execution of the vehicle. The vehicle control device according to claim 1 or 2,
Compared with the first shift line and the first shift line as a shift line defining the relationship between the vehicle speed and the shift stage of the automatic transmission, the shift stage of the automatic transmission is lower than the predetermined shift speed. A second shift line set in a stage,
The downshift request means is configured to change the downshift based on the second shift line when the shift operation based on the first shift line is shifted to the shift control based on the second shift line by the accelerator return operation. A vehicle control device that requests a downshift to a gear position.

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