JP2001146926A - Vehicular controller with clutch mechanism - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular controller with a clutch mechanism capable of enlarging an operating region of the clutch mechanism during decelerating a vehicle, while suitably avoiding deterioration of drivability. SOLUTION: In an ECU 31 for a transmission, a lock-up clutch mechanism 12 for connecting/disconnecting an engine 10 and a continuously variable transmission 14 is operated during decelerating a vehicle, its operation is released when speed underruns prescribed lock-up releasing speed, and thereby, disorder feeling generated by deceleration/acceleration is avoided. However, when it is judged that the direction of the vehicle is turned, during decelerating the vehicle by a handle rudder or a winker lighting time, lock-up releasing speed is reduced, and the operating region of the lock-up clutch mechanism 12 is enlarged.

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 having a clutch mechanism for connecting and disconnecting an engine and a transmission.

[0002]

2. Description of the Related Art Conventionally, there is known a vehicle having a clutch mechanism for connecting and disconnecting an engine and a transmission, such as a vehicle having a torque converter with a lock-up clutch mechanism interposed between the engine and the transmission. Have been. In such a vehicle, a clutch mechanism is operated under a predetermined condition to perform lockup for directly connecting the engine and the transmission, thereby suppressing a decrease in power transmission efficiency due to a fluid slip in the torque converter. I have to.

In such a vehicle with a clutch mechanism, if the state where the clutch mechanism is operated at the time of deceleration of the vehicle is maintained as described in, for example, Japanese Patent Application Laid-Open No. 8-290730, the rotation of the drive wheels is directly caused. Since the rotation is transmitted to the engine without operating the engine, the fuel cut region can be expanded and the fuel efficiency can be improved.

[0004] Particularly, in a vehicle equipped with a continuously variable transmission (CVT) capable of continuously changing the gear ratio, gear shifting can be performed while the clutch mechanism is operated, so that the vehicle can be operated for a longer period of time. Thus, the operation of the clutch mechanism during vehicle deceleration can be maintained, and the fuel cut area can be further expanded.

[0005]

If the operation of the clutch mechanism during the deceleration of the vehicle as described above is maintained at a lower vehicle speed and its operation region is expanded, the fuel cut region is also expanded, so that the fuel efficiency is further improved. It is possible to improve. However, conventionally, as described below, the operation of the clutch mechanism during vehicle deceleration has to be released at a relatively high vehicle speed, and it has not been possible to sufficiently improve fuel efficiency.

When the vehicle is decelerated to a low vehicle speed, it is necessary to set the speed ratio of the transmission to a low side in order to secure the power performance at the time of re-acceleration. If the clutch mechanism is operated in a state where the gear ratio is set to the low side in this manner, a great deal of engine braking is applied, and a sense of incongruity due to deceleration may be caused.

Therefore, conventionally, in order to avoid the deterioration of drivability due to such a deceleration, the operation of the clutch mechanism is released at a relatively high vehicle speed. Therefore, even in a vehicle equipped with a continuously variable transmission capable of shifting while operating the clutch mechanism as described above, there is a limit to the expansion of the fuel cut region, and a sufficient improvement in fuel efficiency has not been achieved.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and an object of the present invention is to expand the operation range of a clutch mechanism during vehicle deceleration while suitably avoiding deterioration of drivability. A control device for a vehicle with a clutch mechanism is provided.

[0009]

The means for achieving the above object and the effects thereof will be described below. According to a first aspect of the present invention, there is provided a clutch for operating a clutch mechanism for connecting / disconnecting an engine and a transmission during deceleration of a vehicle and releasing the operation of the clutch mechanism when the vehicle speed falls below a predetermined speed. In the control device of the mechanism-equipped vehicle, a determination unit that determines whether or not the vehicle is in a state where the direction change is performed, and when the determination unit determines that the vehicle is in a state where the direction change is performed, A release speed reducing means for reducing the predetermined speed.

If the clutch mechanism is operated during deceleration of the vehicle, the rotation of the engine can be maintained by the input from the driving wheel. Therefore, although the fuel cut can be performed up to a low vehicle speed, the engine brake increases as the vehicle speed decreases, and a sense of incongruity due to the deceleration occurs. To avoid such discomfort, it is desirable to release the operation of the clutch mechanism when the vehicle speed falls below a predetermined speed, but in such a case, the operating area of the clutch mechanism is reduced.

On the other hand, in a situation in which the vehicle changes direction, the sense of incongruity due to the deceleration is hardly sensible, so that the operation of the clutch mechanism can be maintained at a lower vehicle speed without deteriorating drivability. become.

Therefore, in the configuration according to the first aspect,
The determining means determines whether or not the vehicle is turning, and if the determining means determines that the vehicle is turning, the release speed reducing means operates the clutch mechanism. The predetermined speed for canceling is reduced. In other words, in this configuration, when the vehicle changes direction in which the deceleration is hardly perceived, the operation of the clutch mechanism is held until the vehicle is decelerated to a lower vehicle speed.

Therefore, according to the configuration of the first aspect, the operating range of the clutch mechanism during the deceleration of the vehicle can be expanded while suitably avoiding the deterioration of drivability. Further, as the operation area of the clutch mechanism is expanded, the execution area of the fuel cut can be expanded, so that further improvement in fuel efficiency can be achieved.

<Claim 2> According to a second aspect of the present invention, the clutch mechanism for connecting / disconnecting the engine and the transmission is operated during deceleration of the vehicle, and when the vehicle speed falls below a predetermined speed, the clutch mechanism is activated. In a control device for a vehicle with a clutch mechanism for releasing an operation, a release speed increasing means for increasing the predetermined speed in accordance with use of an air conditioner, and it is determined whether or not the vehicle is in a state of turning. When it is determined that the vehicle is in a situation where the direction change of the vehicle is performed,
A cancel speed reducing means for reducing the predetermined speed increased by the cancel speed increasing means.

When the air conditioner is used, the rotation load of the engine increases due to the operation of the compressor for the air conditioner, and the deceleration associated with the operation of the clutch mechanism during vehicle deceleration also increases. Therefore, in order to avoid discomfort due to deceleration, it is desirable to release the operation of the clutch mechanism at a higher vehicle speed when the air conditioner is used than when it is not used. However, in such a case, since the operation area of the clutch mechanism is reduced and the execution area of the fuel cut is also reduced, the effect of improving fuel efficiency by operating the clutch mechanism during vehicle deceleration is reduced.

Therefore, in the configuration according to the second aspect,
The release speed increasing unit increases the predetermined speed at which the clutch mechanism is released in accordance with the use of the air conditioner. When the determination unit determines that the vehicle is turning, the release speed reduction unit determines that the vehicle is turning. The predetermined speed raised by the release speed raising means is reduced. That is, in this configuration,
When the air conditioner is used, the operation of the clutch mechanism during vehicle deceleration is released at a higher speed than when the vehicle is not used. However, at the time of turning of the vehicle in which the uncomfortable feeling due to the deceleration is unlikely to be sensed, the operation of the clutch mechanism is maintained at a relatively low vehicle speed even when the air conditioner is used.

Therefore, according to the second aspect of the present invention, the operating range of the clutch mechanism during the deceleration of the vehicle when the air conditioner is used can be expanded while suitably avoiding the deterioration of drivability. Become like

According to a third aspect of the present invention, in the control device for a vehicle with a clutch mechanism according to the first or second aspect, the determination means is configured to determine the steering angle of the steering wheel and the lighting time of the blinker. It is configured to determine whether or not the vehicle is in a situation in which the vehicle is turning based on at least one of them.

According to the third aspect of the present invention, the turning of the vehicle is performed based on the steering angle (operating angle) of the steering wheel operated by the driver and the turn-on time of the turn signal when turning the vehicle. A determination is made as to whether a situation is present. Therefore, the driver's intention can be accurately grasped, and the presence or absence of the above situation can be appropriately determined.

According to a fourth aspect of the present invention, in the control device for a vehicle with a clutch mechanism according to any one of the first to third aspects, the determination means determines whether the vehicle is being decelerated. When it is determined that the vehicle is in a situation in which the direction change is to be performed, the vehicle further includes an operating rate increasing unit that increases the operating rate of the air conditioner compressor compared to when the vehicle is not in such a situation.

By operating the clutch mechanism during vehicle deceleration,
The air conditioner compressor (A / C compressor) can be operated without executing fuel cut and without fuel consumption. Therefore, if the clutch mechanism is operated during deceleration of the vehicle and the operation rate of the A / C compressor is increased, cold storage can be performed without increasing fuel consumption. That is, a part of the deceleration energy can be stored as heat energy. If the cold storage is performed in this manner, the air conditioner function is maintained for a while after returning from the fuel cut, while the A / A
The operation rate of the compressor for C can be reduced. Therefore, when re-acceleration of the vehicle after returning from the fuel cut, A /
Since the operation rate of the C compressor is reduced, the rotational load of the engine can be reduced, so that the fuel consumption can be reduced and the power performance can be improved.

On the other hand, if the operation rate of the A / C compressor is increased, the rotational load of the engine is correspondingly increased, and the deceleration due to the operation of the clutch mechanism during vehicle deceleration is increased. However, in a situation in which the vehicle is turning in which the sense of incongruity due to the deceleration is unlikely to be sensed, it is possible to allow such an increase in the operation rate without deteriorating drivability.

Therefore, in the structure according to the fourth aspect,
When it is determined that the vehicle is turning, the operation rate of the air conditioner compressor is further increased compared to when the vehicle is not in such a situation. In other words, with this configuration, when the vehicle is turning in which the sense of incongruity due to the deceleration is unlikely to be sensed, the operating area of the clutch mechanism is expanded, and the operating rate of the A / C compressor is increased more than usual.

Therefore, according to this configuration, it is possible to reduce the operation rate of the A / C compressor after returning from the fuel cut by performing cold storage using deceleration energy while suitably avoiding deterioration of drivability. Will be able to Therefore, at the time of re-acceleration after returning from the fuel cut, the fuel consumption can be reduced by the amount corresponding to the reduced operation rate, and the fuel efficiency can be improved. In addition, the operating range of the clutch mechanism at that time is expanded, and cold storage can be performed for a longer period, so that fuel efficiency can be more effectively improved.

According to a fifth aspect of the present invention, in the control device for a vehicle with a clutch mechanism according to any one of the first to fourth aspects, the determination means determines whether or not the vehicle is decelerating. When it is determined that the vehicle is turning, the vehicle further includes speed ratio increasing means for increasing the speed ratio of the transmission as compared to when the vehicle is not in such a state.

If the gear ratio of the transmission is further increased during operation of the clutch mechanism during vehicle deceleration, that is, if the transmission gear ratio is set to a lower side, power performance during re-acceleration can be improved. However, an increase in deceleration due to an increase in engine brake is inevitable.
However, at the time of turning of a vehicle in which a sense of incongruity due to deceleration is unlikely to be sensed, it is possible to allow such an increase in the gear ratio of the transmission while suitably securing drivability.

Therefore, in the configuration according to the fifth aspect,
When it is determined that the vehicle is turning, the speed ratio of the transmission is further increased as compared to when the vehicle is not turning. Therefore, according to this configuration, it is possible to improve the power performance at the time of re-acceleration while suitably avoiding the deterioration of drivability.

[0028]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS (First Embodiment) Hereinafter, a first embodiment of a control device for a vehicle with a clutch mechanism according to the present invention will be described in detail with reference to FIGS.

FIG. 1 is a schematic configuration diagram showing a vehicle with a clutch mechanism and a control device thereof according to the present embodiment. First, the configuration of a power transmission system that controls power transmission between the engine 10 and the drive wheels 17 in this vehicle will be described with reference to FIG.

As shown in FIG. 1, the output shaft 10a of the engine 10 is connected to a torque converter 11.
The torque converter 11 is a type of a fluid joint that transmits an input rotation via a fluid (oil), and the engine output shaft 10 a
Is appropriately adjusted and transmitted to the drive wheel 17 side.

The torque converter 11 has a lock-up clutch mechanism 12. The lock-up clutch mechanism 12 operates based on the hydraulic control by the hydraulic control circuit 19 and controls the engine 10 of the torque converter 11.
Direct power transmission between the side and the drive wheel 17 side is enabled.

The drive wheel 17 side of the torque converter 11 having the lock-up clutch mechanism 12 is
The vehicle is connected to a forward / reverse switching mechanism 13 for reversing the direction of rotation input from the engine 10 when the vehicle moves backward, and the drive wheels 17 are further connected to a transmission 14 for performing gear shifting. Therefore, the operation / release of the lock-up clutch mechanism 12 causes the engine 10 and the transmission 14 to be connected and disconnected.

The lock-up clutch mechanism 12
Is operated to execute so-called "lock-up" that allows direct power transmission between the engine 10 and the transmission 14 without mediating the fluid (oil) of the torque converter 11. By executing such lockup, a decrease in power transmission efficiency due to a fluid slip in the torque converter 11 can be suitably avoided, and the fuel efficiency of the engine 10 can be improved.

In the vehicle of the present embodiment, a continuously variable transmission (CVT) capable of continuously changing the gear ratio continuously is employed as the transmission 14. This CVT1
Reference numeral 4 includes a driving pulley 14b and a driven pulley 14c which are drivingly connected by a belt 14a wound around each other. These drive and driven pulleys 14b, 14c
The belt 14a is configured to be able to change the pinching width by hydraulic pressure. And the hydraulic control circuit 19
, The width of the belt 14a between the pulleys 14b and 14c is changed and the winding radius of the belt 14a is made variable, thereby continuously changing the gear ratio.

The drive wheel 17 side of the CVT 14 is
The drive wheel 17 is connected to a drive wheel 17 via a reduction mechanism 15 for transmitting the rotation from the engine 10 at a reduced speed, and a differential (differential machine device) 16 for allowing a differential between the left and right drive wheels 17.

In this manner, power is transmitted between the engine 10 and the drive wheels 17 through the torque converter 11 having the lock-up clutch mechanism 12, the CVT 14, and the like.

On the other hand, the output shaft 10a of the engine 10 compresses the refrigerant of the air conditioner ("A / C") and transmits the compressed air to the A / C compressor 21 for cooling the air. Here, the rotation of the output shaft 10a of the engine 10 is transmitted to the A / C compressor 21 via the winding transmission mechanism 20. Then, the drive connection between the engine output shaft 10a and the A / C compressor 21 is selectively connected and disconnected by an electromagnetic clutch provided in the compressor 21 so that the compressor 2
1 is switched between active and inactive.

Subsequently, in such a vehicle with a clutch mechanism, the lock-up clutch mechanism 12 and the CVT 1
4 and a control system for controlling the engine 10, the A / C compressor 21, and the like will be described with reference to FIG.

In the vehicle with the clutch mechanism according to the present embodiment, the electronic control unit (E) serving as the above control system
CU), an engine ECU (“E / G ECU”) 30 that mainly controls the operation of the engine 10, and a transmission ECU (“CVT EC”) that mainly controls the drive transmission system.
U ") 31, A / A which mainly controls air conditioners
An ECU for C (A / C ECU) 32 is provided. These ECUs 30 to 32 are electrically connected to each other through an in-vehicle network line.

The input ports of the ECUs 30 to 32 receive the outputs of various sensors for detecting the operating state of the vehicle and the engine 10, including the speed sensor 33 for detecting the running speed (vehicle speed SPD) of the vehicle. . Further, the input ports include a steering wheel steering angle sensor 34 for detecting a steering angle (operation angle) of the steering wheel 34a, and a blinker lighting switch 3 for detecting an operation position of the blinker lever 35a.
5. The outputs of various sensors for detecting the operation state of the driver, such as an accelerator sensor 36 for detecting the depression amount of the accelerator pedal 36a, are also input. The A / C ECU 32
The output of the temperature sensor 37 that detects the internal temperature (cooling temperature Te) of an evaporator (not shown) through which the refrigerant cooled by the operation of the A / C compressor 21 flows is input to the input port of (1).

On the other hand, the output ports of the ECUs 30 to 32 are connected to various actuators for controlling the engine 10, the hydraulic control circuit 19, and the A / C compressor 21.
Each driving circuit for driving the like is connected. The engine ECU 30 controls the operation of the engine 10, such as fuel injection, based on the outputs of the various sensors. Further, the transmission ECU 31 controls the drive of the hydraulic control circuit 19 to execute the shift control of the CVT 14 and also executes the control of the lock-up clutch mechanism 12 and the like. Further, the A / C ECU 32 executes the operation control of the A / C compressor 21 as a part of the air conditioner control.

Next, each ECU 30-
The 32 control modes will be described in detail with reference to FIGS. As described above, when the lock-up clutch mechanism 12 is operated during deceleration of the vehicle, power is transmitted directly from the drive wheels 17 to the engine 10 side, and the rotation is maintained without operating the engine 10. Will be done. Therefore, when the fuel cut is performed during the deceleration of the vehicle, if the lock-up clutch mechanism 12 is operated, the fuel cut region can be expanded, and the fuel efficiency can be improved.

In particular, in a vehicle equipped with the CVT 14 as in the present embodiment, since the shift can be performed while the lock-up clutch mechanism 12 is operated, the lock-up clutch mechanism 12 during the vehicle deceleration for a longer period of time can be used. And the fuel cut area can be further expanded.

Therefore, in this embodiment, when the accelerator pedal 36a is turned off and the vehicle is decelerated, the fuel cut of the engine 10 is performed, and the lock-up clutch mechanism 12 is operated to change the fuel cut area. I try to expand.

On the other hand, when the vehicle is decelerated to a low speed,
In order to ensure the power performance at the time of re-acceleration, the speed ratio of the CVT 14 is set to the low side. Therefore, even if the speed of the vehicle becomes lower than a certain speed, if the operation of the lock-up clutch mechanism 12 is maintained, a large amount of engine brake is applied and the vehicle is decelerated more rapidly than the driver intends. Become like

In the control device for a vehicle with a clutch mechanism according to the present embodiment, the lock-up release speed is set, and when the vehicle speed falls below the release speed, the operation of the lock-up clutch mechanism 12 is released. I have. In this way, before the deceleration becomes excessive, the vehicle engine 10
The drivability is prevented from deteriorating by releasing the direct drive connection between the side and the drive wheel 17 side.

The setting of the lock-up release speed in the present embodiment will be described below. FIG. 2 is a flowchart showing a processing procedure of a “release speed setting routine” for setting such a lock-up release speed. This routine is periodically executed by the transmission ECU 31 at predetermined intervals.

When the process proceeds to this routine, the transmission ECU 31 first determines in step 100 whether or not the air conditioner ("A / C") is in use at that time. If the air conditioner is not in use (step 100: NO), step 1
In step 20, after the lock-up release speed is set to the normal speed V0, the process proceeds to step 130.

On the other hand, if the air conditioner is in use (step 110), in step 110, the lock-up release speed is set to the A / C use speed Vac. At this time, A set as the lock-up release speed
The / C use speed Vac is set to a higher speed side than the normal speed V0 [Vac> V0].

The reason that the A / C use speed Vac is set higher than the normal speed V0 is as follows.
That is, while the air conditioner is in use, the output shaft 10 of the engine 10 is used to operate the A / C compressor 21.
The rotational load of “a” is increasing, and the engine brake acting during the deceleration fuel cut is also increasing. Therefore, here, the release speed is set to a higher speed side when using A / C,
By releasing the operation of the lock-up clutch mechanism 12 at a higher speed, an increase in deceleration is avoided and drivability is ensured.

In the following step 130, it is determined whether or not a lockup execution condition at the time of deceleration of the vehicle is satisfied. In this case, it is determined that the execution condition is satisfied when (a) the accelerator pedal 36a is turned off, (b) the vehicle speed is equal to or lower than the predetermined speed, and (c) the fuel cut is being performed. I have. Here, if the condition is not satisfied, the routine once exits.

On the other hand, if the execution condition is satisfied, it is determined in a succeeding step 140 whether or not the vehicle is in a state where the vehicle is turning. Such a determination is made, for example, by the turn-on time of the turn signal which is grasped based on the output of the turn-on switch 35, the steering angle sensor 34,
Can be determined based on the steering angle detected based on the output of the steering wheel.

When the turn-on time is used, the turn-on time is required to be longer than a predetermined time (for example, 1 second). When the steering angle is used, the steering angle is used. Is more than a predetermined angle (for example, 10 °), it is possible to accurately determine that the vehicle is turning.

Here, if it is determined that the vehicle is not in a situation in which the direction is to be changed (step 140: NO), the process of this routine is temporarily exited. On the other hand, if it is determined that the vehicle is being turned (step 140: YE).
S), the process proceeds to step 150. In step 150, the set lockup release speed is reduced. That is, here, the lock-up release speed is set to a speed V1 lower than the normal speed V0 when the air conditioner is not in use, and lower than the A / C use speed Vac when the air conditioner is in use. Side speed Vac1.

As the lock-up release speed shifts to a lower speed side, the fuel cut area can be expanded, and the fuel cut release speed also decreases.

As described above, the control device for a vehicle with a clutch mechanism according to the present embodiment determines whether or not the vehicle is being turned while the vehicle is decelerating. When it is determined that the vehicle is turning, the predetermined speed (lockup release speed) for releasing the operation of the lockup clutch mechanism 12 is reduced.

FIG. 3 shows a control device according to this embodiment.
The control mode at the time of the vehicle deceleration is shown. As shown in FIG. 5A, when it is determined that the steering angle of the steering wheel is equal to or larger than the predetermined angle during the deceleration of the vehicle at time T1 and the vehicle is turning, the drawing in FIG. As shown in FIG. 7, the lock-up release speed is reduced. As a result, the operation of the lock-up clutch mechanism 12, which is normally continued only until time T2, is extended to time T3.

As a result, the operation range of the lock-up clutch mechanism 12 is expanded to extend the lock-up execution period. As a result, the fuel cut-off region is also expanded, and as shown in FIG. The implementation period will be extended. For this reason, as shown in FIG. 5E, the transition of the fuel injection amount of the engine 10 is suppressed, so that the fuel consumption is suppressed and the fuel efficiency is further improved.

On the other hand, as shown in FIG. 9C, the speed ratio of the CVT 14 is set to the low side as the vehicle speed decreases. Therefore, if the operation of the clutch mechanism 12 is continued until the vehicle speed becomes lower, The deceleration of the vehicle increases. However, in such a situation in which the vehicle changes direction, the driver's deceleration request is high, and it is considered that such a deceleration is hardly sensed. Therefore, in such a situation, even if the lock-up clutch mechanism 12 is operated to a lower speed side to expand the fuel cut region, the drivability is suitably maintained.

Further, by expanding the operating range of the lock-up clutch mechanism 12 during deceleration of the vehicle, the deceleration performance of the vehicle can be improved by increasing the engine brake before the vehicle needs to change direction to reduce the vehicle speed. Become. as a result,
The frequency of use of the brake pads is reduced, and the wear thereof is reduced.

As described above, according to the control apparatus for a vehicle with a clutch mechanism of the present embodiment, the following effects can be obtained. (1) In the present embodiment, it is determined whether or not the vehicle is turning while the vehicle is decelerating, and when it is determined that the vehicle is turning,
The predetermined speed (lockup release speed) at which the operation of the lockup clutch mechanism 12 is released is reduced. Thus, in a situation where the direction of the vehicle is changed, if the driver has difficulty in feeling uncomfortable due to the deceleration,
The operation of the lock-up clutch mechanism 12 can be maintained at a low vehicle speed without deteriorating drivability. Therefore, in the present embodiment, it is possible to reduce the lock-up release speed and enlarge the operation area of the lock-up clutch mechanism 12 while suitably avoiding the deterioration of drivability. Then, the fuel cut area is expanded, and the fuel efficiency can be improved.

(2) In the present embodiment, when it is determined that the vehicle is changing direction during deceleration of the vehicle, the lock-up release speed is reduced to reduce the lock-up clutch mechanism 12 during deceleration of the vehicle. The working area is expanded. Therefore, the engine brake can be increased and the deceleration performance of the vehicle can be improved before the vehicle changes direction in which the vehicle speed needs to be reduced.

(3) In the present embodiment, it is determined whether or not the vehicle is in a situation where the vehicle is turning based on the steering angle or the turn-on time of the turn signal. Therefore, it is possible to appropriately grasp the driver's intention and accurately determine whether or not the vehicle is turning.

In the present embodiment, the lock-up release speed is different between when the air conditioner is used and when it is not used. However, the same speed may be set. When applied to a vehicle equipped with an air conditioner, as described above, it is desirable to make the lockup release speed different depending on whether or not the air conditioner is used. However, even if the same speed is set, regardless of whether the air conditioner is used or not, if it is determined that the vehicle is turning in the middle of deceleration, the lock-up release speed is reduced. By doing so, the effects (1) to (3) can be obtained.

(Second Embodiment) Hereinafter, a second embodiment that embodies a control device for a vehicle with a clutch mechanism according to the present invention will be described, focusing on differences from the first embodiment.

As described above, if the lock-up clutch mechanism 12 is operated during the execution of the fuel cut at the time of deceleration of the vehicle, the rotation can be maintained without operating the engine 10 by utilizing the deceleration energy. At the same time, the A / C compressor 21 which is drivingly connected to the output shaft 10a of the engine 10 can be operated with its deceleration energy.

Therefore, if the lock-up is performed during deceleration of the vehicle and the operation rate of the A / C compressor 21 is increased, the cold storage can be performed without increasing the fuel consumption. That is, a part of the deceleration energy can be stored as heat energy.

If the cold storage is performed in this way, the A / C compressor 2 is kept for a while after the fuel cut is restored.
Even if the operation rate of the air conditioner 1 is reduced, the function of the air conditioner can be maintained by using the cold stored. Therefore, when the vehicle is re-accelerated, the operating rate of the A / C compressor 21 is reduced, and the engine 10
, The rotational load can be reduced, and the fuel efficiency and power performance can be improved.

On the other hand, when the lock-up clutch mechanism 12 is operated during deceleration of the vehicle, the A / C compressor 21
As the operating rate of the vehicle increases, the deceleration increases accordingly. However, as described above, in a situation in which the vehicle turns, the deceleration is difficult to be sensed,
Such an increase in deceleration can be allowed without deteriorating drivability.

Therefore, in the control device for a vehicle with a clutch mechanism according to the present embodiment, when it is determined that the vehicle is turning in the deceleration state while the air conditioner is in use, the lock-up release speed is reduced. A / C compressor 2
1 is increased. In this way, the fuel efficiency is improved by effectively utilizing the deceleration energy, and the power performance at the time of re-acceleration is improved while suitably maintaining the drivability.

FIG. 4 is a flowchart showing a processing procedure of a "release speed and operating ratio setting routine" for setting the lock-up releasing speed and the operating ratio of the A / C compressor 21 employed in the second embodiment. It is. The processing of this routine is periodically executed by the transmission ECU 31 at predetermined time intervals, similarly to the above-mentioned "release speed setting routine".

When the process proceeds to this routine, the transmission ECU 31 first determines in step 200 whether or not the air conditioner (A / C) is in use at that time.

Here, if the air conditioner is not in use (step 200: NO), in step 215, the normal speed V0 is set as the lock-up release speed, and then the process of this routine is temporarily exited.

On the other hand, if the air conditioner is in use (step 200: YES), the process proceeds to the subsequent step 210. In step 210, it is determined whether a lock-up execution condition at the time of deceleration of the vehicle is satisfied. Again, the "release speed setting routine" (FIG. 2)
(A) The accelerator pedal 36
It is determined that the execution condition is satisfied when a is turned off, (b) the vehicle speed is equal to or lower than the predetermined speed, and (c) the fuel cut is being performed.

If the execution condition is not satisfied (step 210: NO), the process proceeds to step 235,
After setting the A / C use speed Vac as the lock-up release speed, the process once exits from this routine. This A / C
The in-use speed Vac is set higher than the normal speed V0 set as the lock-up release speed when the air conditioner is not used, in order to avoid a sense of incongruity due to the deceleration that increases with the operation of the A / C compressor 21. [Vac> V0] that has been set.

On the other hand, if the above execution condition is satisfied (step 210: YES), the flow shifts to the processing of the following step 230. In this step 230, it is determined whether or not the vehicle is turning. In this case as well, similarly to step 140 of the “release speed setting routine” (FIG. 2), it is determined that the lighting of the blinker has continued for a predetermined time or more and that the steering angle of the steering wheel is equal to or more than the predetermined angle. If it is established, it is determined that the direction is to be changed.

If it is determined that the vehicle is not in a situation where the direction change is to be performed (step 230: NO), the process proceeds to step 235, and the lock-up release speed is set to the A / C use speed Vac. Then, the process of this routine is temporarily exited.

On the other hand, when it is determined that the vehicle is being turned (step 230: YES),
In the following step 240, the lock-up release speed is set to a speed Vac2 lower than the A / C use speed. In this embodiment, the speed Vac2 is set to be lower than the normal speed V0 [Vac2 <V0.
<Vac].

In the following step 250, the operation rate of the A / C compressor 21 is increased.
In the present embodiment, the operating rate of the A / C compressor 21 is increased in the following manner.

As described above, the A / C compressor 2
1 is activated (turned on) by engaging an electromagnetic clutch based on a command from the A / C ECU 32. EC for A / C
U32 is a cooling temperature Te detected by the above-described temperature sensor 37 (FIG. 1) to determine whether the A / C compressor 21 is in operation / non-operation (on / off) when the air conditioner is used.
(Internal temperature of the evaporator).

In this embodiment, when a normal air conditioner is used, for example, the A / C compressor 21 is turned on when the cooling temperature Te rises to 4 ° C. or more, and turned off when the cooling temperature Te falls to 3 ° C. or less. , The cooling temperature Te is approximately 3 to
The temperature is kept within the range of 4 ° C.

On the other hand, when the operation rate is increased in step 250, the cooling temperatures Te required for switching on / off of the A / C compressor 21 are shifted to lower temperatures. For example, here, the switching temperature is shifted so that the A / C compressor 21 is turned on when the cooling temperature Te rises to 1 ° C. or more, and turned off when the cooling temperature Te falls to 0 ° C. or less. In this way, if the temperature at which the A / C compressor 21 is turned on / off is shifted to the low temperature side, the A / C compressor 21 continues to operate from immediately thereafter until the cooling temperature Te falls to 0 ° C. or less. , Resulting in an increase in the operation rate.

In this embodiment, the transmission ECU
By transmitting a command signal from the control unit 31 to the A / C ECU 32 so as to decrease the cooling temperature Te required for switching the A / C compressor 21 on / off, the operating rate of the compressor 21 is increased. I have to.

Next, a control mode of the vehicle with the clutch mechanism based on the above-described "release speed and operating rate setting routine" will be described with reference to FIGS. As described above, in the present embodiment, when it is determined that the vehicle is turning while the vehicle is decelerating, the lockup release speed is reduced and the operation rate of the A / C compressor 21 is increased. I am trying to do it.

FIG. 5 shows such an A / C compressor 2.
1 shows an example of a control mode of a conventional vehicle with a clutch mechanism, which does not increase the operation rate of FIG. FIG. 2B shows the transition of the cooling temperature, and FIG. 2C shows the transition of the compressor-on signal transmitted from the A / C ECU 32 to operate the A / C compressor 21. I have. If the operating rate is not increased as described above, the A / C compressor 21 has a cooling temperature Te of 4 regardless of the running state of the vehicle, as shown in FIGS.
The state where it is turned on when the temperature rises to 3 ° C. and turned off when it falls to 3 ° C. is continued.

Here, the vehicle is decelerated from time T0 to time T1, as shown in FIG.
It is assumed that the vehicle is accelerated again from time T3. Here, during the period from time T0 to time T1 during deceleration of the vehicle, the lockup clutch mechanism 12 is operated (L / U is executed), and the fuel cut (F / C) is executed.

In this conventional vehicle with a clutch mechanism, A
Since the / C compressor 21 is operated at a constant operation rate regardless of the running state of the vehicle, the compressor 21 is operated during the re-acceleration of the vehicle in the same manner as during normal operation. Therefore, as shown in the example of FIG. 3, if the A / C compressor 21 is operated (turned on) at time T2 prior to time T3 at which reacceleration is started, and the operation is continued during the reacceleration period. As shown in FIG. 4D, the fuel consumption during re-acceleration increases by the amount required for the operation of the compressor 21 (“Δ”).

FIG. 6 shows an example of a control mode of a vehicle with a clutch mechanism according to the present embodiment. 6, FIG. 6 (a) shows the transition of the vehicle speed, FIG. 6 (b) shows the transition of the cooling temperature, FIG. 6 (c) shows the transition of the compressor ON signal, and FIG. The transition of the injection amount is shown.

In the present embodiment, if it is determined that the vehicle changes direction while the vehicle is decelerating, cooling for switching on / off the A / C compressor 21 to increase the operation rate of the A / C compressor 21. The temperature Te is reduced from 3-4C to 0-1C. Incidentally, during the fuel cut, since the rotation of the engine 10 is maintained by the deceleration energy, the A / C compressor 21 is operated without any fuel consumption.

As a result, if it is determined that the direction change is performed during the deceleration of the vehicle from the time T0 to the time T1, the cooling temperature is determined as shown in FIGS. Until the temperature is reduced to 0 ° C., the operation of the A / C compressor 21 is continued. In this way, the operation rate of the A / C compressor 21 is increased during the deceleration and the cold storage is performed. Therefore, the operation of the compressor 21 is interrupted until the cooling temperature rises to 4 ° C. even after the deceleration is completed. Will be done.

Therefore, even if the vehicle starts re-acceleration at time T3, the operation of the A / C compressor 21 is interrupted for a while, and as shown in FIG. Re-acceleration can be performed without consuming fuel.

As described above, in the present embodiment, the operation rate of the A / C compressor 21 at the time of re-acceleration is reduced by the cold storage performed without fuel consumption using the deceleration energy during deceleration of the vehicle. I have to. As a result, the rotational load of the engine 10 at the time of re-acceleration is reduced, and the fuel consumption is reduced accordingly.

As described above, according to the control apparatus for a vehicle with a clutch mechanism of the present embodiment, the above (1) to (1)
In addition to the effect of (3), the following effects can be obtained.

(4) In the present embodiment, when it is determined that the vehicle is turning in the direction of deceleration while the air conditioner is in use, the lock-up release speed is reduced. Therefore, when using the air conditioner in which the fuel consumption increases due to the operation of the A / C compressor 21, the fuel cut area can be expanded and the fuel efficiency can be improved while appropriately preventing the deterioration of the drivability. Become like

(5) In the present embodiment, when it is determined that the vehicle is turning in the middle of deceleration when the air conditioner is used, the operation rate of the A / C compressor 21 is further increased. I am trying to do it. In this way, by storing the cold energy using the deceleration energy of the vehicle, the operating rate of the compressor 21 at the time of re-acceleration can be reduced without deteriorating the drivability, and the fuel consumption is reduced accordingly. It can be reduced. As a result, it is possible to further improve fuel efficiency. In addition, by reducing the operation rate of the A / C compressor 21 at the time of re-acceleration, the rotational load of the engine 10 can be reduced, and power performance at the time of re-acceleration can be easily ensured.

The control device for a vehicle with a clutch mechanism according to the present embodiment described above can be modified as follows. In the above embodiment, the operating rate of the compressor 21 is increased by lowering the cooling temperature Te at which the A / C compressor 21 is switched on / off, but the method of increasing the operating rate is as follows. Optional. In any case, when it is determined that the vehicle is turning in the deceleration state when the vehicle is decelerated, the operation rate of the A / C compressor 21 is increased. The operation rate of the compressor 21 can be reduced for a while after the lock-up is released. As a result, fuel economy can be improved without deteriorating drivability.

Similarly to the first embodiment, when it is determined that the vehicle is turning when the vehicle is decelerated, the lockup is released regardless of whether the air conditioner is used. The speed may be reduced. By doing so, it is possible to expand the lock-up area while preventing deterioration of drivability, not only during use of the air conditioner, but also to further improve fuel efficiency.

(Third Embodiment) Next, a third embodiment of the control device for a vehicle with a clutch mechanism according to the present invention will be described, focusing on differences from the first and second embodiments.

As described above, in a situation where the vehicle turns, the sense of incongruity due to the deceleration is less likely to be perceived, so that the gear ratio of the transmission increases while preventing the drivability from deteriorating. ) The operation of the clutch mechanism can be maintained up to a low vehicle speed. In other words, in a situation where the direction change of the vehicle is performed during deceleration of the vehicle, the drivability of the vehicle is preferably ensured, and an increase in the gear ratio of the transmission during operation of the clutch mechanism is allowed. Become.

Therefore, in the control device for a vehicle with a clutch mechanism according to the present embodiment, when it is determined that the vehicle changes direction when the vehicle is decelerated, the lock-up release speed is reduced to enlarge the fuel cut area. In addition, the speed ratio of the transmission is set to be lower than usual. By setting the gear ratio to a lower side in this way, the power performance at the time of re-acceleration is improved.

FIG. 7 is a flowchart showing a "release speed and speed ratio setting routine" for setting the lock-up release speed and the speed ratio of the CVT 14 when the vehicle is decelerated, which is employed in the control device of the third embodiment. It is. The processing of this routine is periodically executed by the transmission ECU 31 at predetermined time intervals.

When the process proceeds to this routine, the transmission ECU 31 first determines in step 300 whether or not a lockup execution condition for decelerating the vehicle is satisfied. Also in this case, it is determined that the execution condition is satisfied when (a) the accelerator pedal 36a is turned off, (b) the vehicle speed is equal to or lower than the predetermined speed, and (c) the fuel cut is being performed. I have. Here, if the execution condition is not satisfied (step 300: NO), the process proceeds to step 340, and normal speed ratio control is executed. Incidentally, the lockup release speed at this time is set to the normal speed V0.

On the other hand, if the above-mentioned execution condition is satisfied (step 300: YES), the process proceeds to the subsequent step 310. In this step 310, whether or not the vehicle is turning at that time is determined based on the blinker lighting time or the steering wheel steering angle in the same manner as in step 140 of the "release speed setting routine" (FIG. 2). to decide. Here, if it is determined that there is no situation in which the vehicle is turning (step 300: NO), the process proceeds to step 340, and normal speed ratio control is performed.

When it is determined that the vehicle is turning, the vehicle is turned (step 310: YE
S) In the subsequent step 320, the lock-up release speed is reduced to a speed V1 lower than the normal speed V0 [V1 <V0]. Therefore, also in the present embodiment, when it is determined that the vehicle changes direction while the vehicle is decelerating, reducing the lock-up release speed and enlarging the fuel cut area is the same as in the first embodiment. This is the same as in the first embodiment.

However, in this routine, in the subsequent step 330, the speed ratio of the CVT 14 is set to be larger than usual (set to the low side). here,
When grasping the direction change of the vehicle based on the steering angle of the steering wheel, the speed ratio setting map based on the steering angle of the steering wheel illustrated in FIG. 8 is used. The speed ratio of the CVT 14 is set with reference to the speed ratio setting maps.

As shown in FIGS. 8 and 9, when the steering angle is equal to or more than a predetermined angle (for example, 10 °) or the turn-on time is equal to or more than a predetermined time (for example, 1 second), the direction change is performed. When it is determined that the vehicle is in a situation, the steering angle of the steering wheel is “0” ° or the turn-on time is “0” seconds, and the CVT 14 The gear ratio is set to be increased. Further, in the present embodiment,
The gear ratio of the CVT 14 is set to be higher, that is, set to a lower side, as the steering angle of the steering wheel becomes larger or the turn-on time of the turn signal becomes longer and it is determined that the driver's turning request is higher. .

Therefore, according to the present routine, when it is determined that the vehicle is changing direction during deceleration of the vehicle, the lock-up release speed is reduced and the speed of the CVT 14 is changed as compared with the case where it is not. The ratio is set to increase, that is, set to the low side. In addition, the speed ratio of the CVT 14 is set to a lower side as the request for the direction change is determined to be higher.

Next, a control mode of the vehicle with the clutch mechanism based on the above-described "release speed and speed ratio setting routine" will be described with reference to FIG. FIG. 10 shows an example of a control mode at the time of vehicle deceleration in the control device for a vehicle with a clutch mechanism of the present embodiment.

When the deceleration of the vehicle starts at time T0, as shown in FIG. 11B, the speed ratio of the CVT 14 gradually decreases as the vehicle speed decreases, as shown in FIG. (To shift to the low side).

At time T1, when it is determined that the steering angle of the steering wheel has become a predetermined angle or more and the vehicle is turning as shown in FIG.
As shown in FIG. 7, the lock-up release speed is reduced. As a result, if it is normal, that is, if it is determined that the vehicle is not in a situation in which the vehicle turns, time T
2 up to the time T
3 and the fuel cut period will be extended accordingly.

Here, at the same time, the speed ratio of the CVT 14 is set to the low side as shown by the solid line from the normal setting shown by the broken line in FIG.
By setting the gear ratio to a lower side in this manner, the power performance when the vehicle changes from deceleration to re-acceleration is improved.

On the other hand, in accordance with the expansion of the operating range of the lock-up clutch mechanism 12 and the increase of the gear ratio, the deceleration during vehicle deceleration changes as shown in FIG. It becomes larger than the normal time indicated by the broken line. However, as described above, in a situation in which the direction of the vehicle is changed, the sense of incongruity due to the deceleration is hardly sensed, and therefore, such an increase in the deceleration does not cause deterioration in drivability.

In addition, by expanding the operating range of the lock-up clutch mechanism 12 and increasing the gear ratio,
The engine brake is increased before a change in direction requiring a decrease in vehicle speed, so that the deceleration performance of the vehicle is improved. Further, the frequency of use of the brake pad is reduced, and the wear of the brake pad is reduced.

As described above, according to the control apparatus for a vehicle with a clutch mechanism of the present embodiment, the above (1) to (5)
In addition to the effect of (3), the following effects can be obtained.

(6) In the present embodiment, when it is determined that the vehicle is turning in the middle of deceleration, the speed ratio of the CVT 14 is set to the low side as compared to when the vehicle is not in such a state. Like that. By setting the gear ratio to the low side only in a situation where the sense of incongruity due to the deceleration is unlikely to be sensed, the drive performance at the time of re-acceleration can be improved without deteriorating drivability.

(7) In this embodiment, when it is determined that the vehicle is turning in the decelerated state while the vehicle is decelerating, the lock-up release speed is reduced to reduce the lock-up clutch mechanism 12 during the vehicle deceleration. The operation period is extended, and the speed ratio of the CVT 14 is set to be higher than usual (set to the low side). Therefore,
In such a situation, the engine brake is increased even by increasing the gear ratio before the vehicle turns in a direction requiring a decrease in vehicle speed, and the deceleration performance of the vehicle can be further improved. .

(8) Further, in the present embodiment, when it is determined that the vehicle is turning in a decelerated state while the vehicle is decelerating, it is determined that the driver's turning request is determined to be higher. , CVT 14 is set to a lower side. Therefore, it is possible to appropriately secure the necessary deceleration performance of the vehicle and the power performance at the time of re-acceleration in accordance with the height of the driver's direction change request.

The control device for a vehicle with a clutch mechanism according to the present embodiment described above can be modified as follows. -Also in the third embodiment, when the present invention is applied to a vehicle with a clutch mechanism equipped with an air conditioner, the lock-up release speed according to whether or not the air conditioner is used is the same as in the first embodiment. It is desirable to set That is, when using the air conditioner,
If the lock-up release speed is set to a higher speed than when the A / C compressor 21 is not used, deterioration of drivability due to an increase in deceleration due to operation of the A / C compressor 21 can be suitably avoided. .

Also, in the third embodiment, similarly to the second embodiment, when it is determined that the vehicle is turning in the direction of deceleration during deceleration of the vehicle, the A / C
A control for increasing the operation rate of the compressor 21 may be applied. In this case, the fuel efficiency is improved by the cold storage using the deceleration energy, and the reduction in the operating rate of the A / C compressor 21 and the increase in the speed ratio due to the cold storage are combined to further improve the power performance at the time of re-acceleration. It is possible.

(Other Embodiments) The first to third embodiments embodying the present invention have been described above. However, the control device for a vehicle with a clutch mechanism according to the present invention is limited to each of these embodiments. Instead, the respective embodiments may be appropriately modified, for example, as the following embodiments.

In each of the above embodiments, it is determined whether or not the vehicle is turning based on one of the steering angle and the turn-on time, or the height of the driver's turning request is determined. However, the determination may be made based on both the steering wheel angle and the blinker lighting time.

The method of judging whether or not the vehicle is turning is arbitrary. For example, it is based on information other than the steering angle and turn-on time, such as the road map information of the navigation system. May be determined. Also in this case, when it is determined that the vehicle is turning in the decelerated state during deceleration of the vehicle, if the predetermined speed at which the operation of the clutch mechanism is released is reduced, deterioration of drivability is preferable. The operating range of the clutch mechanism can be increased while avoiding the above problem, and the fuel cut range can be expanded to improve fuel economy.

It is also possible to determine the degree of turning of the vehicle or the degree of request for turning by the driver, and change the degree of reduction of the predetermined speed at which the operation of the clutch mechanism is released in accordance with the degree. . For example, when it is determined that a situation in which a larger direction change is to be performed, by reducing the predetermined speed at which the operation of the clutch mechanism is released to a lower speed side, the fuel cut region can be further expanded. Become. Incidentally, such a degree of turning of the vehicle or a degree of request for turning of the driver can be determined from, for example, the magnitude of the steering wheel angle or the length of the turn-on time.

In a vehicle with a clutch mechanism to which the control device of each of the above embodiments is applied, a hydraulically operated friction clutch mechanism is employed as the clutch mechanism, but the structure of the clutch mechanism is arbitrary, and an electromagnetic clutch or the like can be used. Other clutch mechanisms may be employed. In short, any vehicle that employs a clutch mechanism for connecting and disconnecting the engine and the transmission can apply a control device similar to or similar to the above embodiments.

Further, in the vehicle with the clutch mechanism to which the control device of each of the above embodiments is applied, a continuously variable transmission (CVT) 14 capable of continuously steplessly changing the speed is adopted as the transmission. However, various controls during deceleration of the vehicle in a manner similar to or similar to the above embodiments may be applied to a vehicle with a clutch mechanism employing another transmission such as a multi-stage automatic transmission or a manual transmission. Can be.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram of a vehicle with a clutch mechanism and a control device thereof according to a first embodiment of the invention.

FIG. 2 is a flowchart showing a setting procedure of a release speed in the embodiment.

FIG. 3 is a time chart showing an example of a control mode of the embodiment.

FIG. 4 is a flowchart showing a setting procedure of a release speed and an operation rate in a second embodiment embodying the present invention.

FIG. 5 is a time chart showing an example of a control mode of a conventional control device for a vehicle with a clutch mechanism.

FIG. 6 is a time chart illustrating an example of a control mode according to the second embodiment.

FIG. 7 is a flowchart showing a setting procedure of a release speed and a gear ratio in a third embodiment embodying the present invention.

FIG. 8 is an exemplary diagram showing an example of a gear ratio setting map used in the embodiment.

FIG. 9 is an exemplary diagram showing an example of a gear ratio setting map used in the embodiment.

FIG. 10 is a time chart showing an example of a control mode of the embodiment.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 10 ... Engine, 14 ... Continuously variable transmission ("CVT"; transmission), 12 ... Lock-up clutch mechanism (clutch mechanism), 19 ... Hydraulic control circuit, 21 ... Air conditioner compressor, 30 ... Engine ECU, 31: transmission ECU (judgment means, release speed lowering means, operating rate increasing means, speed ratio increasing means), 32: A / C ECU (operating rate increasing means), 33: speed sensor, 34: steering wheel angle Sensor, 35: blinker lighting switch, 37: temperature sensor.

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (reference) // F16H 63:06 F16H 63:06 F term (reference) 3D041 AA22 AA23 AA25 AA32 AA34 AB01 AC09 AC20 AD10 AD50 AD51 AD52 AE07 AE16 AE17 AE31 AE37 AE45 3G093 AA06 AA13 BA07 BA15 BA19 CA05 CA08 CB02 CB07 CB09 DA06 DB00 DB05 DB09 DB25 EA05 EB01 EC04 FA11 FA12 FB01 FB02 3J552 MA07 MA12 MA13 MA14 MA26 NA01 RB18 RC19 VB01Z VC07Z VC10W VD02Z VD14W VD17W VE08W

Claims (5)

[Claims] 1. A control device for a vehicle equipped with a clutch mechanism for operating a clutch mechanism for connecting and disconnecting an engine and a transmission during deceleration of a vehicle and releasing the operation of the clutch mechanism when the vehicle speed falls below a predetermined speed. Determining means for determining whether or not the vehicle is turning; and determining that the vehicle is in a state where the turning of the vehicle is to be performed. And a control device for a vehicle with a clutch mechanism. 2. A control device for a vehicle equipped with a clutch mechanism for operating a clutch mechanism for connecting and disconnecting an engine and a transmission during deceleration of a vehicle and releasing the operation of the clutch mechanism when the vehicle speed falls below a predetermined speed. Release speed increasing means for increasing the predetermined speed in accordance with use of a conditioner; determining means for determining whether or not the vehicle is in a state in which the vehicle is to be changed; A control device for a vehicle with a clutch mechanism, comprising: a release speed reducing means for reducing the predetermined speed increased by the release speed increasing means when it is determined that the situation is to be performed. 3. The control device for a vehicle with a clutch mechanism according to claim 1, wherein the determination unit changes the direction of the vehicle based on at least one of a steering angle and a turn-on time of a blinker. A control device for a vehicle with a clutch mechanism, which determines whether or not the vehicle is in the vehicle. 4. The control device for a vehicle with a clutch mechanism according to claim 1, wherein the vehicle is decelerated and the vehicle is turned by the determining means. A control device for a vehicle with a clutch mechanism, further comprising an operating rate increasing means for increasing the operating rate of the air conditioner compressor when the vehicle is not in such a situation. 5. The control device for a vehicle with a clutch mechanism according to claim 1, wherein the vehicle is decelerated, and the vehicle is turned by the determining means. A control device for a vehicle with a clutch mechanism, further comprising a speed ratio increasing means for increasing a speed ratio of the transmission when the vehicle is not in such a situation.