JP2001330141A - Control device for vehicle with clutch mechanism - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device for a vehicle with a clutch mechanism capable of avoiding a feeling of physical disorder accompanied with increasing of deceleration/acceleration though deterioration of fuel consumption is suitably suppressed. SOLUTION: In the vehicle C, provided with a lockup clutch mechanism 2 connecting/disconnecting an engine 1 and a continuously variable transmission(CVT) 4, control is performed such that the clutch mechanism 2 is operated during deceleration of the vehicle by an ECU10 for the CVT and operation of the clutch mechanism 2 is released by reducing a car speed lower than the prescribed lockup release car speed. An ECU9 for the engine increases the lockup release car speed when a compressor 6 for an air conditioner mounted on the vehicle C is found to be operated.

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 As shown in, for example, Japanese Patent Application Laid-Open No. 8-290730, in a vehicle with a clutch mechanism for connecting / disconnecting an engine and a transmission, the clutch mechanism is operated during vehicle deceleration to directly connect the engine and the transmission. By concatenation,
Since the rotation on the driving wheel side is directly transmitted to the engine, the engine speed is increased, and the fuel cut area is expanded. Accordingly, it has been proposed to operate the clutch mechanism during vehicle deceleration to improve fuel efficiency.

[0003] Particularly, in a vehicle equipped with a continuously variable transmission (CVT) capable of continuously changing the gear ratio, the gear ratio can be switched smoothly, so that the clutch mechanism is operated during vehicle deceleration. By doing so, for a long time,
Fuel cut can be continued.

[0004]

On the other hand, when the vehicle speed becomes low due to deceleration, it is necessary to set the gear ratio to the low side in order to secure the power performance at the time of re-acceleration. If the operating state is maintained, the deceleration by the engine brake is increased, giving the driver an uncomfortable feeling. In particular, when the air conditioner (air conditioner) compressor mounted on the vehicle is operating and the load is applied to the engine output shaft,
Such a deceleration further increases. Also,
If the operation of the compressor is started when the vehicle is decelerated to a low vehicle speed, the load applied at the time of engine output is increased at a time, resulting in a sharp increase in the deceleration acceleration.

Therefore, in order to avoid a sense of discomfort due to an increase in deceleration, the vehicle speed at which the operation of the clutch mechanism is released must be set to a relatively high speed so as to be suitable even when the compressor is operating. That was the actual situation. As a result, the area where fuel cut is sustainable by operating the clutch mechanism, that is, the expansion of the fuel cut area is naturally limited, and sufficient improvement in fuel efficiency has not been achieved.

The present invention has been made in view of such circumstances, and has as its object to provide a clutch mechanism capable of avoiding a feeling of discomfort associated with an increase in deceleration while suitably suppressing deterioration in fuel economy. It is to provide a control device for a vehicle.

[0007]

The means for achieving the above object and the effects thereof will be described below. The invention according to claim 1 is applied to a vehicle having a clutch mechanism for connecting and disconnecting the engine and the transmission, and operates the clutch mechanism during vehicle deceleration 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 operation, an air conditioner load determining means for determining whether an air conditioner compressor mounted on the vehicle is operating, and determining that the compressor is operating by the air conditioner load determining means. Release speed increasing means for increasing the predetermined speed when the operation is performed.

In this configuration, when the air conditioner compressor is operating, the predetermined speed at which the operation of the clutch mechanism during vehicle deceleration is released is increased. That is, when the compressor is operating, the operation of the clutch mechanism is released at a higher vehicle speed side than when the compressor is not operating. Thus, regardless of the load on the engine output shaft due to the operation of the compressor, that is, the presence or absence of the air conditioner load, the operation of the clutch mechanism can be maintained up to the permissible deceleration that can avoid the occurrence of the uncomfortable feeling. Therefore, according to the above configuration, it is possible to avoid a sense of incongruity due to an increase in deceleration while suitably suppressing deterioration in fuel efficiency.

According to a second aspect of the present invention, the control device for a vehicle with a clutch mechanism according to the first aspect further comprises an electric load determining means for determining whether or not an electric load is applied, and the release speed increase. The means is further configured to increase the predetermined speed when the electric load determining means determines that an electric load is applied.

For example, when the power consumption increases due to the operation of a defogger, a headlight, a radiator cooling fan, etc., the output current of the generator driven by the engine output shaft increases, and the engine output shaft required for driving the generator is increased. , That is, the electric load is increased. For this reason, when the electric load is applied, the deceleration at the time of operating the clutch mechanism during the deceleration of the vehicle is increased as compared with when the electric load is not applied. In this regard, in the above configuration, when it is determined that the electric load is applied, the predetermined speed at which the operation of the clutch mechanism during vehicle deceleration is released is increased. That is, when the electric load is applied, the operation of the clutch mechanism is released at a higher vehicle speed side than when the electric load is not applied. Accordingly, it is possible to maintain the operation of the clutch mechanism up to the allowable deceleration that can avoid the occurrence of the uncomfortable feeling regardless of the presence or absence of the electric load. Therefore, according to the above-described configuration, it is possible to more appropriately suppress the deterioration of the fuel consumption and to avoid a sense of incongruity due to an increase in the deceleration.

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,
An air conditioner operating rate increasing means for increasing the operating rate of the air conditioner compressor during the vehicle deceleration as compared to when the vehicle is not decelerated further includes an air conditioner operating rate increasing means that the vehicle speed is such that the compressor is operating. The operating rate of the compressor is configured to be increased on condition that the speed is higher than a predetermined set speed which is set higher than the predetermined speed at the time of the determination.

In this configuration, during deceleration of the vehicle, in a high vehicle speed range equal to or higher than a predetermined set speed which is higher than a predetermined speed at which the operation of the clutch mechanism is released when the compressor is operating, the compressor of the air conditioner is not operated. The operating rate will be increased. At this time, the compressor for the air conditioner is operated without using the power of the engine by the rotation from the driving wheel side. Therefore, by increasing the operation rate as described above, cool storage is performed without fuel consumption. be able to. As a result, the frequency of operation of the air conditioner compressor in a low vehicle speed range can be reduced, and the chance that the clutch mechanism is released at a higher speed with the operation of the compressor can be reduced. Therefore, according to the above configuration, while appropriately suppressing the deterioration of fuel efficiency,
It is possible to avoid a sense of incongruity due to an increase in deceleration.

[0013]

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.

As shown in FIG. 1, the power transmission system of the vehicle C to which this embodiment is applied is, as shown in FIG. 1, an engine 1, a torque converter 3 having a lock-up clutch mechanism 2, and a continuously variable transmission (CVT) 4. , Drive wheels 5 and various auxiliary devices 6 and 7.

Output shaft (crankshaft) of engine 1
Is connected to the CVT 4 via the torque converter 3. The torque converter 3 is a kind of fluid coupling, and the engine 1 and the CVT are mediated by oil inside the fluid converter.
4 is transmitted. In addition, torque converter 3
Is provided with a lock-up clutch mechanism 2 as described above, and in response to its operation, the output shaft of the engine 1 is mechanically connected to the CVT 4 to connect the engine 1 and the CVT 4 that do not mediate the oil. Direct rotation transmission between them is possible.

Here, a so-called belt type continuously variable transmission is employed as the CVT 4. The belt-type CVT 4 includes an input pulley and an output pulley whose groove width can be changed, and a belt wound between them. By changing the groove width of both pulleys in conjunction with each other to adjust the winding radius of the belt, the speed ratio between the input side and the output side, that is, the engine 1 of the CVT 4
The gear ratio between the side and the drive wheel 5 side can be changed steplessly.

On the other hand, the output shaft of the engine 1 is connected to various accessories such as an air conditioner compressor 6 and a generator (alternator) 7 through a belt in addition to the torque converter 3. Here air conditioner compressor 6
The electromagnetic clutch 8 disconnects and connects the drive connection to the engine 1 and switches between operation and non-operation.

In the above-described vehicle C, various controls are performed electrically. As shown in FIG. 1, various electronic control units (ECUs) mainly composed of a microcomputer are shown in FIG. ) 9 to 12 and various sensors 13 to 16. The vehicle C includes, as the ECUs, an engine ECU 9, a CVT ECU 10, an air conditioner ECU 11, and a generator EC.
U12 is provided. The ECUs 9 to 12 are connected to each other through an in-vehicle LAN line, and are configured to transmit and receive information to and from each other. And each ECU 9
The devices 12 to 12 are configured to perform various processes in a distributed manner based on the information from the sensors 13 to 16 and other ECUs.

In the vehicle C, as the various sensors described above,
An NE sensor for detecting the rotational speed of the engine 1, an air flow meter for detecting an intake air amount, an accelerator sensor 13 for detecting an amount of depression of an accelerator pedal, a vehicle speed sensor 14 for detecting a traveling speed (vehicle speed) of the vehicle C, and the like. Is provided.

The engine ECU 9 performs various controls mainly related to operation control of the engine 1, such as fuel injection control. Then, as part of the control, control relating to fuel cut during vehicle deceleration is performed. ECU for CVT
Reference numeral 10 denotes C through hydraulic control by the hydraulic control circuit 17.
The gear ratio of the VT 4 and the operation of the lock-up clutch mechanism 2 are controlled.

On the other hand, the air conditioner ECU 11 controls the operation of the air conditioner compressor 6 by connecting and disconnecting the electromagnetic clutch 8. Here, the air conditioner ECU 11
In addition to the operation switch in the vehicle cabin, the operation of the compressor 6 is controlled based on the detection result of the temperature sensor 15 that detects the rear temperature of the evaporator that performs heat exchange between the refrigerant cooled by the air conditioner compressor 6 and air. It is switched to non-operation.

The generator ECU 12 controls the output current (power generation amount) of the generator 7 according to the operating states of various electric devices provided in the vehicle C. In more detail, the generator ECU 12 is configured to control electric equipment that increases the power consumption of the vehicle C, such as a defogger (heating wire for defrosting a vehicle window), a headlight, or a radiator cooling fan motor (blower). The output current is controlled based on information from the electric load switch 16 which is turned on in response to the operation. Then, the generator ECU 12 increases the output current of the generator 7 according to the operation of the electric device.

When the air conditioner compressor 6 is operated, the corresponding load (air conditioner load) is applied to the engine 1.
Of the output shaft. When the output current of the generator 7 is increased, the driving torque of the generator 7 is increased, and the corresponding load (electric load) is applied to the output shaft of the engine 1. In the present embodiment, control during vehicle deceleration is performed in consideration of the influence of such an air conditioner load and an electric load. Control during deceleration of the vehicle according to the present embodiment will be described below.

When the accelerator pedal is turned off (the depression amount is "0") and the vehicle C is decelerated when the vehicle speed is in a certain high speed range, the engine ECU 9 injects fuel into the engine 1. Stop and start fuel cut. The lock-up clutch mechanism 2 is operated when the fuel cut is performed during the deceleration of the vehicle, and the engine 1 and the CVT are operated.
4 is directly connected to the engine 1 during fuel cut.
, The fuel cut can be continued up to a low vehicle speed while ensuring the restartability of the engine 1 when the fuel injection is restarted. Therefore, the CVT ECU 10 operates the lock-up clutch mechanism 2 at the same time as the start of the fuel cut.

After that, the state where the accelerator pedal is turned off continues, and when the vehicle speed decreases, the CVT E
The CU 10 controls the speed ratio of the CVT 4 according to the vehicle speed so that the lower the vehicle speed, the lower the speed ratio, in order to ensure the power performance at the time of re-acceleration.

However, until the engine becomes difficult to restart, the engine 1
If the rotation speed of the engine 1 decreases, it is necessary to immediately restart the fuel injection of the engine 1. So, EC for engine
U9 restarts fuel injection when the engine rotation speed falls below a predetermined rotation speed (fuel cut return rotation speed), and returns from fuel cut.
At this time, if the lock-up clutch mechanism 2 is operating, the CVT ECU 10 releases the operation upon returning from the fuel cut.

On the other hand, as the vehicle speed becomes lower as described above, C
Since the speed ratio of the VT 4 is set to the low side, when the vehicle speed is reduced to a lower speed than a certain level, the torque required for the rotation of the output shaft of the engine 1 increases, and the engine brake increases. And this increases the deceleration acceleration,
There is a possibility that the driver or the like may feel uncomfortable. So CVT
When the vehicle speed falls below a predetermined speed (lock-up release vehicle speed), the ECU 10 releases the operation of the lock-up clutch mechanism 2 and preferably avoids a sense of discomfort due to an increase in the deceleration. .

When the air conditioner load and the electric load are applied to the output shaft of the engine 1 by the operation of the air conditioner compressor 6 and the generator 7, the deceleration in the low vehicle speed range is further increased. . Therefore, in order to avoid discomfort due to an increase in deceleration, it is necessary to release the operation of the lock-up clutch mechanism 2 at a higher vehicle speed when the air conditioner load or the electric load is applied than when the load is not applied. . Therefore,
In the present embodiment, the lockup release vehicle speed is changed according to the presence or absence of an air conditioner load or an electric load.

FIG. 2 shows a processing routine for setting the lockup release vehicle speed and the fuel cut return rotation speed in the present embodiment. The series of processes shown in FIG. 2 is executed as a routine interruption process when the accelerator pedal is turned off and the vehicle C is decelerating and the vehicle speed is in a low speed range (here, 15 to 30 km / h). ECU for
9 periodically.

When the process proceeds to this routine, first, at step 10, it is determined whether or not the lock-up clutch mechanism 2 is operated at that time. Here, if the operation of the lock-up clutch mechanism 2 has been released (S1
0: N), in step 20, the fuel cut return rotation speed is set. At this time, the fuel cut return rotation speed is higher (here, 800 rpm) than the fuel cut return rotation speed (here, 800 rpm) when the lock-up clutch mechanism 2 is operated by the amount that the rotation of the engine 1 cannot be reduced. 1000 to 2000 rpm). In this embodiment, the fuel cut return rotation speed at this time is
According to the cooling water temperature of the engine 1, the lower the cooling water temperature, the higher the speed. This is because combustion becomes unstable when the engine 1 is cold, and it is difficult to ensure restartability when returning from the fuel cut. Temperature is given priority.

On the other hand, at this time, if the lock-up clutch mechanism 2 is operated (S10: Y), in the following step 30, whether the electromagnetic clutch 8 is operated at that time and the air conditioner compressor 6 is operating is determined. Is determined. If the air conditioner compressor 6 is operating (S30: Y), in step S40, the lock-up release vehicle speed and the fuel cut return rotation speed are set. At this time, the fuel cut return rotation speed is set to a lower speed side (here, 800 rpm) than when the operation of the lockup clutch mechanism 2 is released, as described above. And the lockup release vehicle speed at this time is
The speed is set higher (here, 30 km / h) than when the compressor 6 is not operating.

If the air conditioner compressor 6 is not in operation (S30: N), in the subsequent step 50,
At that time, it is determined whether an electric load is applied.
That is, here, the ON / OFF state of the electric load switch 16 is set.
From OFF, it is determined whether or not an electric device such as a defogger, headlight, or blower that increases the power consumption of the vehicle C is operating and the output current of the generator 7 is increasing.

If it is determined that the electric load is applied (S50: Y), at step 60, the lock-up release vehicle speed and the fuel cut return rotation speed are set. The fuel cut return rotation speed at this time is set to a lower speed side (800 rpm) compared to when the lock-up clutch mechanism 2 is not operated, as in step 40 described above.
Although the lockup release vehicle speed at this time is not as high as the operation time of the air conditioner compressor 6, it is higher than that when no electric load is applied (in this case, 20k).
m / h). This is because such an electric load is smaller than the air conditioner load due to the operation of the air conditioner compressor 6, and the influence on the increase of the deceleration is smaller.

If it is determined that the electric load is not applied (S50: N), that is, if it is determined that both the air conditioner load and the electric load are not applied, at step 70, the lock-up release vehicle speed and the fuel cut-off are performed. The return rotation speed is set. The fuel cut return rotation speed at this time is set to a lower speed side (800 rpm) than when the lock-up clutch mechanism 2 is not operated, as in Steps 40 and 60. Then, the lockup release vehicle speed is set to a lower speed side (here, 15 km / h) than when the electric load is applied.

As described above, in this embodiment, when the electromagnetic clutch 8 is operated to operate the air conditioner compressor 6 and the air conditioner load is applied to the output shaft of the engine 1, the lock-up release vehicle speed is increased. I have. As a result, when the air conditioner compressor 6 is operating, the operation of the lock-up clutch mechanism 2 during vehicle deceleration is released at a higher speed than when the vehicle is not operating. To prevent the occurrence.

In the present embodiment, the electric equipment (defogger,
The operation of headlights, blowers, etc.) is detected by the electric load switch 16, and the lock-up release vehicle speed is increased even when an electric load is applied to the output shaft of the engine 1 by the operation of those electric devices. I have. As a result, even when an electric load is applied, the operation of the lock-up clutch mechanism 2 during vehicle deceleration is released at a higher speed than when the vehicle is not decelerated, and the deceleration increased by the electric load. To prevent the occurrence of discomfort due to

When no air conditioner load or electric load is applied to the output shaft of the engine 1, the lock-up release vehicle speed is set to a lower speed, and the operation of the lock-up clutch mechanism 2 during vehicle deceleration is maintained at a low vehicle speed. Become so. Therefore, in the present embodiment, regardless of the presence or absence of an air conditioner load or an electric load, the operation of the lock-up clutch mechanism 2 is maintained up to an allowable deceleration acceleration that does not cause discomfort due to an increase in deceleration acceleration. The cut area is appropriately secured to avoid deterioration of fuel efficiency.

According to the control device for a vehicle with a clutch mechanism of the present embodiment described above, the following effects can be obtained. (1) In the present embodiment, in the vehicle C with the lock-up clutch mechanism 2 for connecting and disconnecting the engine 1 and the CVT 4, the CVT ECU 10 activates the lock-up clutch mechanism 2 during deceleration of the vehicle and locks up the vehicle speed. When the vehicle speed falls below the release vehicle speed, the lock-up clutch mechanism 2 is released. The engine ECU 9 determines whether the air conditioner compressor 6 mounted on the vehicle C is operating, and increases the lockup release vehicle speed when it is determined that the compressor 6 is operating. . Thereby, regardless of the load on the output shaft of the engine 1 due to the operation of the air conditioner compressor 6, that is, regardless of the presence or absence of the air conditioner load, the lock-up clutch mechanism 2 is driven to the allowable deceleration acceleration that can avoid the occurrence of discomfort due to the increase in deceleration acceleration. Operation can be maintained. Therefore, it is possible to avoid a sense of incongruity due to an increase in the deceleration while appropriately suppressing the deterioration of the fuel efficiency.

(2) In this embodiment, the engine E
The CU 9 determines whether an electric load is applied to the output shaft of the engine 1 and, when it is determined that the electric load is applied, increases the lockup release vehicle speed. Accordingly, the operation of the lock-up clutch mechanism 2 can be maintained to an allowable deceleration that can avoid the occurrence of uncomfortable feeling regardless of the presence or absence of the electric load. Therefore, it is possible to more appropriately suppress the deterioration of the fuel consumption and to avoid the feeling of strangeness due to the increase in the deceleration.

(3) In this embodiment, the vehicle C having the continuously variable transmission (CVT) 4 capable of continuously changing the gear ratio is provided.
Then, the control related to the setting of the lockup release vehicle speed during the deceleration of the vehicle is applied. Such CVT4
In the vehicle C provided with the above, since the shift can be performed smoothly and the operation of the lock-up clutch mechanism 2 during the deceleration of the vehicle can be continued for a longer time, the application of the above control becomes more effective.

(Second Embodiment) Next, a second embodiment of the present invention will be described focusing on differences from the first embodiment.

As described above, if the lock-up release vehicle speed is increased when the air conditioner compressor 6 is operating, a sense of incongruity due to an increase in deceleration can be prevented, but the fuel cut period at that time is shortened as compared with the non-operation time. I will. For this reason, if the frequency of operating the air conditioner compressor 6 when the vehicle C is decelerated to the low speed range is high, it is not possible to sufficiently improve the fuel efficiency.

On the other hand, if the lock-up clutch mechanism 2 is operated during deceleration of the vehicle, the output shaft of the engine 1 is rotated by the rotation from the drive wheels 5 as described above. At this time, the compressor 6 for the air conditioner, which is drivingly connected to the output shaft of the engine 1, can be simultaneously operated by rotation from the driving wheel 5 side. That is, when the lock-up clutch mechanism 2 is operated during vehicle deceleration, the air conditioner compressor 6 can be operated without depending on the power of the engine 1 and without fuel consumption. In the present embodiment, this advantage is utilized for control during vehicle deceleration, thereby further improving fuel efficiency.

In this embodiment, the lock-up release vehicle speed is set in the same manner as in the first embodiment. That is, also in this embodiment, when the lock-up clutch mechanism 2 is operated during vehicle deceleration, the lock-up release vehicle speed is increased when the air conditioner compressor 6 is operating or an electric load is applied. . When the air conditioner compressor 6 is in operation, the lockup release vehicle speed is set to 15 km / h otherwise.
To 30 km / h.

In addition, in this embodiment, the operation rate of the air conditioner compressor 6 is controlled during the deceleration of the vehicle. FIG. 3 shows such an air conditioner compressor 6.
2 shows a processing routine related to the operation rate control of FIG. The series of processes shown in FIG. 3 is performed as a routine interrupt process when the accelerator pedal is turned off, the vehicle C is decelerating, the lock-up clutch mechanism 2 is operated, and fuel cut is performed. It is periodically executed by the ECU 9.

When the process proceeds to this routine, the engine ECU 9 first determines in step 100 whether the air conditioner is in use at that time. Here, if the air conditioner is not in use (N), this routine is temporarily exited.

On the other hand, if the air conditioner is in use (Y),
In the following step 110, the vehicle speed at that time is 35 k
It is determined whether it is not less than m / h. And the vehicle speed is 3
If it is less than 5 km / h (N), in step 120, the operation rate of the air conditioner compressor 6 is set to the normal operation rate. If the vehicle speed is equal to or higher than 35 km / h (Y), in step 130, the operation rate is set to increase.

The vehicle speed (35 km / h) used as the threshold value for determination here is the lock-up release vehicle speed (30 km / h) when the air conditioner compressor 6 is operating.
h) is faster than h). That is, here, the operation rate of the air conditioner compressor 6 is set to be higher than a predetermined speed which is higher than the lock-up release speed when the air conditioner compressor 6 is operating while the vehicle decelerates. Is to be increased.

The control of the operation rate here is performed in detail as follows. As mentioned above, the air conditioner E
The CU 11 controls the operation of the compressor 6 by turning on / off the electromagnetic clutch 8. This operation control is performed based on the detection result (determination temperature) of the temperature sensor 15 that detects the rear temperature of the evaporator that exchanges heat between the refrigerant cooled by the air conditioner compressor 6 and air. That is, the air conditioner ECU 11 activates the compressor 6 when the temperature exceeds the upper limit of the set temperature range, in order to maintain the determination temperature within the preset temperature range,
If the temperature falls below the lower limit of the set temperature range, the compressor 6
The electromagnetic clutch 8 is controlled to stop the operation of the electromagnetic clutch 8.

Here, the set temperature range is set in the range of 3 to 4 ° C. when the operation rate is normally set (S130), and when the operation rate is increased, the set temperature range is 0 to 1 on the lower temperature side. The temperature is set in the range of ° C. (S120). Therefore, when the operation rate is switched from the normal setting to the increase setting, the operation of the air conditioner compressor 6 is continued until the determination temperature controlled to be maintained in the range of 3 to 4 ° C. is cooled to 0 ° C. Is continued, and as a result, the operation rate of the compressor 6 is increased. On the other hand, when the setting is switched from the increase setting to the normal setting, the operation of the air conditioner compressor 6 is stopped until the determination temperature controlled to be maintained in the range of 0 to 1 ° C. rises to 4 ° C. Will be able to do it.

In the present embodiment to which the operation rate control is applied, the control is performed in a manner as shown in FIG. 4, for example. That is, at time T1, when the accelerator pedal is turned off and the deceleration of the vehicle C is started so as to show the transition of the vehicle speed in FIG. 7A, the lock-up is performed as shown in FIG. The clutch mechanism 2 is operated (lock-up / on), and at the same time, the fuel cut is started (on) as shown in FIG.

At this time, the operating rate of the air conditioner compressor 6 is increased, and as shown in FIG.
The operation (ON) of the air conditioner compressor 6 is continued as shown in FIG. 4E until the determination temperature, which has been controlled to be kept in the range of ° C., is reduced to 0 ° C. , The operation control of the air conditioner compressor 6 is performed such that the determination temperature is maintained in the range of 0 to 1 ° C.

At time T2, the vehicle speed is 35 km
When the speed is reduced to / h, the operation rate of the air conditioner compressor 6 is returned to the normal setting. For this reason, the operation of the air conditioner compressor 6 is stopped (turned off) until the determination temperature controlled to be maintained in the range of 0 to 1 ° C. rises to 4 ° C. As a result, the vehicle C is further decelerated, and the compressor 6 is not operated at time T3 when the vehicle speed is lower than 30 km / h set as the lock-up release vehicle speed when the air conditioner compressor 6 is operating. Frequency increases. For this reason, the lockup release vehicle speed is increased in accordance with the operation of the compressor 6, and the frequency at which the operation of the lockup clutch mechanism 2 is released on the high speed side (30 km / h or less) can be reduced. . Therefore, it is possible to increase the chances that the lock-up clutch mechanism 2 is operated to a lower vehicle speed and the fuel cut can be continued.

By the way, in the example of FIG. 4, the lock-up release vehicle speed of 15 km which is the non-operating time of the compressor 6 is shown.
/ H until the time T4 when the vehicle speed decreases to / h.
Since the operation stop of the lock-up clutch mechanism 2 is maintained, the lock-up clutch mechanism 2 is operated until the time T4 (unless an electric load is applied), and the fuel cut is continued.

According to the control apparatus for a vehicle with a clutch mechanism of the present embodiment described above, the following effects can be further obtained in addition to the above (1) to (3). (4) In the present embodiment, during deceleration of the vehicle, the vehicle speed is equal to or higher than a predetermined set speed that is set higher than the lockup release vehicle speed when it is determined that the air conditioner compressor 6 is operating. , The operating rate of the compressor 6 is increased. This allows
The frequency of operating the air conditioner compressor in the low vehicle speed range can be reduced, and the chance that the clutch mechanism is released at a higher speed with the operation of the compressor can be reduced. Therefore, according to the above configuration, it is possible to more appropriately suppress the deterioration of the fuel consumption and to avoid a sense of incongruity due to the increase in the deceleration.

The control device for a vehicle with a clutch mechanism according to the present embodiment described above can be modified as follows. In the second embodiment, the operating rate of the air conditioner compressor 6 is increased by changing the set temperature range to a lower temperature side, but the details of the operating rate control may be arbitrarily changed.

In the above embodiment, the electric load switch 1
Although it is determined whether or not an electric load is applied from the on / off state of No. 6, how to make the determination is arbitrary.

In the above embodiment, when the air conditioner compressor 6 is operating and an electric load is applied, the lock-up release vehicle speed is increased as compared to when the compressor is not operating. The lock-up release speed may be increased only during operation or only when an electric load is applied. Even in such a case, for either the air conditioner load or the electric load, the operation of the clutch mechanism can be maintained up to the allowable deceleration acceleration regardless of the presence or absence of the load. In addition, it is possible to avoid a sense of discomfort due to an increase in deceleration.

The vehicle speed and the rotation speed in the above embodiment;
The numerical value such as the temperature is merely an example, and may be changed to an arbitrary value according to the characteristics of the vehicle or the like to be applied. In the above-described embodiment, the vehicle C including the continuously variable transmission (CVT) 4 capable of continuously changing the gear ratio as the transmission has been described. However, the vehicle including any transmission other than the continuously variable transmission is described. Also, the present invention can be applied.

In the above embodiment, the vehicle C having the lock-up clutch mechanism 2 provided in the torque converter 3 as a clutch mechanism has been described. However, for example, any clutch mechanism such as an electromagnetic clutch may be used with the engine and the transmission. The present invention can be applied to any vehicle provided with a clutch mechanism capable of connecting and disconnecting.

Next, the technical ideas grasped from the embodiments described above will be listed below. (A) Applied to a vehicle having a clutch mechanism for connecting / disconnecting the engine and the transmission, the clutch mechanism operates during deceleration of the vehicle and releases the operation of the clutch mechanism when the vehicle speed falls below a predetermined speed. An electric load determining means for determining whether an electric load is applied, and a release speed increasing means for increasing the predetermined speed when the electric load means determines that the electric load is applied. And a control device for a vehicle with a clutch mechanism.

(B) The electric load judging means judges whether or not an electric load is applied according to the degree of operation of a generator driven and connected to an engine output shaft. A control device for a vehicle with a clutch mechanism according to (1).

(C) The electric load judging means judges that the electric load is applied when the output current of the generator driven and connected to the engine output shaft becomes equal to or more than a predetermined value. (B) A control device for a vehicle with a clutch mechanism according to (1).

(D) The electric load judging means judges that the electric load is applied by operating at least one or more predetermined electric devices having large power consumption. A control device for a vehicle with a clutch mechanism according to the above.

(E) Air conditioner operating rate increasing means for increasing the operating rate of the air conditioner compressor during deceleration of the vehicle as compared with when the vehicle is not decelerating, and the air conditioner operating rate increasing means is adapted to increase the operating speed of the air conditioner. The operating rate of the compressor is increased on the condition that the operating speed of the compressor is higher than a predetermined set speed that is set to a higher speed than the predetermined speed when it is determined that the compressor is operating. A control device for a vehicle with a clutch mechanism according to any one of (a) to (d).

(F) The air conditioner operating rate increasing means increases the operating rate of the air conditioner compressor by changing the set temperature required for turning on and off the operation of the air conditioner compressor to a lower temperature side. E) A control device for a vehicle with a clutch mechanism according to the above.

(G) The vehicle with the clutch mechanism according to any one of (1) to (3) or (A) to (F), wherein the transmission is a continuously variable transmission capable of continuously changing a gear ratio. Control device.

[Brief description of the drawings]

FIG. 1 is a schematic diagram showing a power transmission system and an electrical configuration of a first embodiment of the invention.

FIG. 2 is a flowchart showing a processing procedure for setting an operation release condition of the clutch mechanism in the first embodiment.

FIG. 3 is a flowchart showing a processing procedure related to the operation rate control of the air conditioner compressor according to the second embodiment.

FIG. 4 is an exemplary diagram showing an example of a control mode according to the embodiment;

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Lock-up clutch mechanism (clutch mechanism), 3 ... Torque converter, 4 ... Continuously variable transmission (C
VT), 5: drive wheels, 6: compressor for air conditioner, 7
... Generator, 8 ... Electromagnetic clutch, 9-12 ... Electronic control device (Air conditioner load determining means, release speed increasing means, Electric load determining means, Air conditioner operating rate increasing means), 13 ... Accelerator sensor, 14 ... Vehicle speed sensor, 15 ... temperature sensor, 16 ...
Electric load switch, 17: hydraulic control circuit, C: vehicle.

Claims (3)

[Claims] The present invention is applied to a vehicle having a clutch mechanism for connecting and disconnecting an engine and a transmission. The clutch mechanism is operated during vehicle deceleration, and the operation of the clutch mechanism is released when the vehicle speed falls below a predetermined speed. In a control device for a vehicle with a clutch mechanism, the air conditioner load determining means for determining whether an air conditioner compressor mounted on the vehicle is operating, and the air conditioner load determining means determines that the compressor is operating. A control device for a vehicle with a clutch mechanism, comprising: release speed increasing means for increasing a predetermined speed. 2. An electric load judging means for judging whether or not an electric load is applied, wherein the canceling speed increasing means further comprises: when the electric load judging means judges that the electric load is applied. The control device for a vehicle with a clutch mechanism according to claim 1, wherein the predetermined speed is also increased. 3. An air conditioner operating rate increasing means for increasing an operating rate of the air conditioner compressor during deceleration of the vehicle as compared with when the vehicle is not decelerating, wherein the air conditioner operating rate increasing means has a vehicle speed of the air conditioner. The operating ratio of the compressor is configured to be increased on the condition that the operating speed of the compressor is equal to or higher than a predetermined set speed which is set higher than the predetermined speed when the compressor is determined to be operating. 3. The control device for a vehicle with a clutch mechanism according to claim 1.