JP2005119387A - Control device of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device for a vehicle capable of precluding a discomforting shock and/or a sense of deceleration by suppressing a change in a load of an air-conditioner compressor at the time of deceleration. <P>SOLUTION: The control device of the vehicle equipped with an air-conditioner having the compressor driven by an engine includes a deceleration determination unit to determine the decelerating run of the vehicle and a deceleration predicting unit to predict the deceleration of the vehicle. The control device further includes an air-conditioner operation limiting unit to limit control to actuate the compressor or control to increase the operation rate of of the compressor in the case deceleration predicted by the predicting unit is equal to or larger than a specified value. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a vehicle control device including an air conditioner having a compressor driven by an engine.

  As a conventional automatic transmission for a vehicle, a hydraulic lockup clutch capable of mechanically directly connecting an input shaft and an output shaft thereof is provided in a torque converter, and the lockup clutch is engaged under a certain condition. Increasing the efficiency of torque converters has been done.

  Also, by using this lock-up clutch and engaging the lock-up clutch at the time of deceleration, the reverse driving force from the drive wheel side is transmitted to the engine side to suppress a sudden drop in engine rotation, so that the predetermined speed is reduced. The fuel cut is continued for a long time until the return rotational speed reaches the maximum, thereby improving the fuel consumption.

  Japanese Utility Model Laid-Open No. 2-50038 discloses an engine speed reduction control device that cuts an air conditioner (hereinafter abbreviated as an air conditioner) at the time of fuel cut during deceleration running or reduces the load on the compressor. Thus, by reducing the air conditioner load at the time of fuel cut, the fuel cut can be continued to a lower engine speed and a lower vehicle speed.

Japanese Patent Laid-Open No. 58-47620 discloses a vehicle that can absorb the deceleration energy of the vehicle by the compressor by increasing the operating rate of the compressor of the air conditioner at a set engine speed or higher when the vehicle is decelerating. An air conditioner is disclosed.
Japanese Utility Model Publication No. 2-50038 JP 58-47620 A

  As described in Japanese Utility Model Publication No. 2-50038, in order to reduce the load on the air conditioner and continue the fuel cut, the normal lockup control is activated, and the engine speed is kept high even after the fuel cut. Need to be maintained. However, the lock-up control may not be activated depending on the state of the vehicle.

  Even if the air conditioner is cut or the air conditioner load is reduced and the fuel is cut when the lock-up control cannot be operated, the engine speed decreases in a very short time, and the engine speed increases again after returning from the fuel cut. May produce unpleasant sounds.

Furthermore, unnecessary air-conditioner cuts impose an unnecessary load on an air conditioner compressor operating clutch, a relay for controlling the operating clutch, and the like, thereby adversely affecting durability.
Further, as described in Japanese Patent Application Laid-Open No. 58-47620, in the control for turning on the air conditioner compressor at a predetermined engine speed or higher during deceleration, the gear ratio changes each time the vehicle is decelerated. Each time the air conditioner compressor is turned on or off repeatedly. As a result, the load on the compressor of the air conditioner may change, giving an unpleasant shock or a feeling of deceleration to the driver.

  Therefore, an object of the present invention is to provide a vehicle control device that prevents an unpleasant shock or a feeling of deceleration caused by fluctuations in the load of an air conditioner during vehicle deceleration.

  According to the first aspect of the present invention, there is provided a vehicle control device comprising an engine, a transmission, and an air conditioner having a compressor driven by the engine, and a deceleration determination means for determining when the vehicle is decelerating. And a deceleration predicting means for predicting the deceleration of the vehicle, and a control for operating the compressor or increasing the operating ratio of the compressor when the deceleration predicted by the deceleration predicting means is a predetermined value or more. There is provided a vehicle control device comprising: an air conditioner operation restricting means for restricting the air conditioner.

Here, the predetermined value is an arbitrary value set so as not to make the driver feel uncomfortable because the deceleration during driving is excessive, and is set within, for example, 0.8 m / s ² .

  According to a second aspect of the present invention, the vehicle control device further includes a reduction ratio detection means for detecting a reduction ratio of the transmission when the vehicle decelerates. Then, the air conditioner operation restriction means greatly restricts the control for operating the compressor or the control for increasing the operation ratio of the compressor as the speed reduction ratio is larger.

  According to a third aspect of the present invention, the transmission is configured as an automatic transmission that automatically shifts according to the driving state, and the vehicle is a torque converter with a lock-up clutch provided between the engine and the automatic transmission. And a lockup control device for controlling the engagement capacity of the lockup clutch according to the driving state of the vehicle.

  The vehicle control device further includes a determination unit that determines, based on the operating state of the air conditioner, that the control of the compressor by the air conditioner operation limiting unit or the control of increasing the operation ratio of the compressor cannot be performed. It is out.

  Then, when it is determined by the determining means that the control cannot be restricted, the lockup control device performs control so as to reduce the engagement capacity of the lockup clutch.

  According to the first aspect of the present invention, it is possible to prevent an unpleasant shock or a feeling of deceleration from being given to the driver by suppressing a change in the load of the compressor of the air conditioner during deceleration traveling.

  According to the second aspect of the present invention, when the compressor is operated or the operation ratio of the compressor is increased at the first speed, the second speed or the like where the reduction ratio is large, the shock and the feeling of deceleration become very large. When the gear ratio is large, the operation of the compressor and the increase in the operation ratio of the compressor are largely limited, so that an unpleasant shock and a feeling of deceleration to the driver can be prevented.

  According to the third aspect of the present invention, there is a case where the compressor off control or the control for reducing the operation ratio of the compressor cannot be operated depending on the operation state of the air conditioner or the condition of the passenger compartment comfortability. An unpleasant shock and a feeling of deceleration can be prevented by lowering the fastening capacity of.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a diagram showing a configuration of an automatic transmission mounted on a vehicle according to an embodiment of the present invention and a control device for the automatic transmission, and an automatic transmission 6 is connected to a crankshaft 4 of an internal combustion engine 2.

  The automatic transmission 6 is connected to the crankshaft 4 and includes a torque converter 8 having a pump impeller 8a and a turbine runner 8b, a lockup clutch 10 for connecting the pump impeller 8a and the turbine runner 8b, and an output of the torque converter 8 And a hydraulic control mechanism 14 for controlling the operation of the lockup clutch 10 and the multi-speed transmission gear mechanism 12.

  The hydraulic control mechanism 14 includes an on-off type solenoid valve (hereinafter referred to as “A solenoid valve”) 14 a that switches between engagement and disengagement of the lockup clutch 10, and an A solenoid valve 14 a that is turned on, and the lockup clutch 10 is engaged. A duty control type solenoid valve (hereinafter referred to as “B solenoid valve”) 14b for controlling the engagement pressure when in the combined state, and a speed change actuator 14c for controlling the shift position (gear ratio) of the gear mechanism 12; Yes.

  The A solenoid valve 14a, the B solenoid 14b, and the speed change actuator 14c are connected to an electronic control unit (hereinafter referred to as "ECU") 16 for controlling an automatic transmission. The ECU 16 is connected via the A solenoid valve 14a and the B solenoid valve 14b. The engagement state of the lockup clutch 10 is controlled, and the shift position of the multi-stage transmission gear mechanism 12 is controlled via the transmission actuator 14c.

  The automatic transmission 6 is provided with a shift position sensor 18 for detecting the shift position SRTDG of the multi-stage transmission gear 12, and the detection signal is supplied to the ECU 16.

  The output of the engine 2 is transmitted from the crankshaft 4 through the torque converter 8, the gear mechanism 12, and the differential device 20 to the left and right drive wheels 22 and 24 in order to drive them. A vehicle speed sensor 26 for detecting the vehicle speed VP of the vehicle is provided on the output side of the automatic transmission 6, and the detection signal is supplied to the ECU 16.

  The engine 2 includes a throttle valve opening sensor 32 for detecting an opening θTH of a throttle valve 30 provided in the middle of the intake pipe 28, an engine water temperature sensor 34 for detecting an engine cooling water temperature TW, and an engine speed NE. An engine speed sensor 36 for detection is provided, and detection signals from these sensors are supplied to the ECU 16. The engine speed sensor 36 outputs a TDC signal pulse at a predetermined crank angle position every 180 degree rotation of the crankshaft 4 and supplies the TDC signal pulse to the ECU 16.

  Further, a throttle actuator 38 made of, for example, an electric motor is connected to the throttle valve 30, and this throttle actuator 38 is connected to the ECU 16. The ECU 16 is connected to an accelerator opening sensor 40 that detects the amount of depression of the accelerator pedal of the vehicle (hereinafter referred to as “accelerator opening”) APFZ, and the detection signal is supplied to the ECU 16.

  The ECU 16 controls the throttle valve opening θTH in accordance with the accelerator opening APFZ and the like. That is, in the present embodiment, the accelerator pedal and the throttle valve 30 are not mechanically connected, and the throttle valve opening θTH is controlled according to the accelerator opening AP and other operating conditions.

  The ECU 16 is further connected to a selection lever position sensor 42 for detecting a selection lever position for selecting an operation mode of the automatic transmission 6 and a brake switch 44 for detecting depression of a brake pedal. It is supplied to the ECU 16.

  The ECU 16 is connected to an engine control electronic control unit (not shown) that controls the amount of fuel supplied to the engine 2 (opening time of the fuel injection valve), ignition timing, and the like, and transmits control parameter information to each other. It is configured as follows.

  The ECU 16 shapes an input signal from the various sensors described above, corrects the voltage level to a predetermined level, and converts an analog signal value into a digital signal value, and a central processing circuit (CPU). Drive signals to the storage circuit composed of ROM and RAM for storing various calculation programs executed by the CPU, shift maps and calculation results described later, the A solenoid valve 14a, the B solenoid valve 14b, and the transmission actuator 14c. And an output circuit.

  The ECU 16 controls the engagement state, the shift position, and the throttle valve opening θTH of the lockup clutch 10 based on detection signals from various sensors. In addition, the process demonstrated with reference to a flowchart below is performed by CPU of ECU16.

  Referring to FIG. 2, a principle block diagram of the present invention is shown. The air conditioner 46 has a compressor driven by the engine 2. The vehicle control apparatus of the present invention includes a deceleration determination means 48 for determining when the vehicle is decelerating and a deceleration prediction means 50 for predicting the deceleration of the vehicle. The deceleration determination means 48 determines that the vehicle is decelerating when the throttle valve is off, for example.

The vehicle control device further includes an air conditioner operation restriction means 52 for restricting the control for operating the compressor or the control for increasing the operation ratio of the compressor when the deceleration predicted by the deceleration prediction means 50 is a predetermined value or more. Is included. Here, the predetermined value is an arbitrary value set so as not to make the driver feel uncomfortable because the deceleration during driving is excessive, and is set within, for example, 0.8 m / s ² .

  According to the vehicle control apparatus of the present invention, when the predicted deceleration is greater than or equal to a predetermined value, the control for operating the compressor or the control for increasing the operation ratio of the compressor is restricted by the air conditioner operation restriction means 52. Thus, it is possible to suppress a change in the load of the compressor and prevent an unpleasant shock and a feeling of deceleration for the driver.

  Preferably, the vehicle control device further includes a reduction ratio detection means 54 for detecting a reduction ratio of the transmission when the vehicle is decelerated, and the air conditioner operation restriction means 52 operates the compressor as the reduction ratio increases. Control or control that increases the operating rate of the compressor is greatly limited.

  In the case of the first speed, the second speed, and the like with a large reduction ratio, if the load on the compressor of the air conditioner 46 fluctuates, the shock and the feeling of deceleration become very large. Therefore, in the case of a gear stage with a large reduction ratio, the control of operating the compressor or the control of increasing the operating ratio of the compressor is more limited to prevent a shock and a feeling of deceleration given to the driver.

  Preferably, the vehicle has a torque converter 8 with a lock-up clutch provided between the engine 2 and the automatic transmission 6, and a lock-up control device 56 that controls the engagement capacity of the lock-up clutch 10 according to the driving state of the vehicle. It has.

  The vehicle control device further determines based on the operating state of the air conditioner 46 that it is determined that the control of the air conditioner operation restricting means 52 to restrict the control to operate the compressor or the control to increase the operating ratio of the compressor cannot be performed. 58 is included.

  When it is determined by the determination means 58 that the control cannot be restricted, the lockup control device 56 controls the engagement capacity of the lockup clutch 10 to be reduced.

  In other words, the control to turn off the compressor of the air conditioner or the control to reduce the operating ratio of the compressor may not be activated depending on the operating condition of the air conditioner or the comfort condition in the vehicle interior. The lockup clutch 10 is released without decreasing the ratio. Thereby, the unpleasant shock and the feeling of deceleration which are given to the driver can be prevented.

  Next, the air-conditioner cooperative control during deceleration according to the embodiment of the present invention will be described in detail with reference to the flowchart of FIG. First, in step 10 (described as S10 in FIG. 3), it is determined whether or not the throttle is off. When the throttle is off, the routine proceeds to step 11 where it is determined whether or not there is an air conditioner cut signal.

  If it is determined in step 10 that the throttle is on, the process proceeds to step 12 to determine whether or not the re-operation limit timer is zero. If the determination at step 12 is affirmative, the routine proceeds to step 13 where 0 is assigned to the re-operation prevention flag. That is, the re-operation prevention flag is reset to 0.

  If it is determined in step 11 that there is no air conditioner cut signal, the routine proceeds to step 14 where it is determined whether or not the vehicle speed V is greater than the predetermined vehicle speed V1. The predetermined vehicle speed V1 is, for example, 40 to 50 km / h.

  If it is determined at step 14 that the vehicle speed V is greater than the predetermined vehicle speed V1, the routine proceeds to step 15 where it is determined whether or not the evaporator temperature is greater than a predetermined value. This predetermined value is set to, for example, 6 ° C to 8 ° C.

  If step 15 is affirmative, the routine proceeds to step 16 where it is determined whether or not a fuel cut is in progress. If it is determined in step 16 that the fuel is being cut, the routine proceeds to step 17 where it is determined whether or not the present control, that is, the air-conditioner cooperative control during deceleration, is not operating.

  If it is determined in step 17 that this control is not in operation, the routine proceeds to step 18 where a predetermined value for starting the control is set. This predetermined value is set to a larger value as the speed reduction ratio of the transmission is larger.

  For example, the predetermined value is set to 1000 rpm for the second speed, 800 rpm for the third speed, and 600 rpm for the fourth speed. These predetermined values are rotation speeds for operating the compressor for a sufficient time.

  When it is determined in step 17 that the present control is in operation, the routine proceeds to step 19 where a predetermined value for ending the control is set. This predetermined value is also set to a larger value as the speed reduction ratio of the transmission is larger.

  For example, the predetermined value is set to 500 rpm for the second speed, 200 rpm for the third speed, and 0 for the fourth speed. That is, when the low gear causes a feeling of deceleration, a high value is set to this predetermined value so that the compressor is turned off early.

  After a predetermined value is set in steps 18 and 19, the routine proceeds to step 20, where the input shaft rotational speed NM of the transmission is the predetermined value + the lower limit rotational speed NFC of the fuel cut or the rotational speed NLC for stopping the deceleration lockup control. It is determined whether the larger one of the two is larger.

  If step 20 is affirmative, the routine proceeds to step 21 where it is determined whether or not the re-operation prevention flag is 0. If the re-operation prevention flag is 0, that is, if it is determined that the present control has not been operated once since the throttle is turned off, the routine proceeds to step 22 where the downshift vehicle speed is calculated.

  If the re-operation prevention flag is set to 1 in step 21, this process is terminated. This means that if the operating rate of the air conditioner during deceleration is once increased and then decreased, it is prohibited to increase the operating rate of the air conditioner again during the same deceleration (during throttle off). is there.

  After calculating the downshift vehicle speed in step 22, the routine proceeds to step 23 where it is determined whether or not the vehicle speed V is greater than the downshift vehicle speed + predetermined value. The predetermined value is a vehicle speed corresponding to the time from when the operation command is sent to the compressor until the compressor responds, and is, for example, 5 km / h.

  If step 23 is positive, the routine proceeds to step 24, where the air conditioner ON request signal is set to 1. As a result, in another routine of the air conditioner control, if other conditions for turning on the compressor of the air conditioner or increasing its operating rate are satisfied, the air conditioner is turned on or its operating rate is increased.

  Next, the routine proceeds to step 25, where the reactivation limit timer is set to a predetermined time. This timer is a subtraction timer, and controls the main control so that it is not reactivated for a predetermined time after it has been activated once.

  This is to prevent repeated operation of this control, which is ineffective, when driving the accelerator pedal on and off repeatedly in a short time, thereby suppressing unnecessary increases in the operation frequency of air conditioner-related parts. can do.

  Next, the routine proceeds to step 26, where the reactivation prevention flag is set to 1. As described in relation to step 21, this is to prevent re-operation when this control once enters and ends during the same deceleration (accelerator pedal off). This prevents the air conditioner from being repeatedly turned on and off for each rotation fluctuation.

  On the other hand, if step 11 is affirmative and if the determinations of steps 12, 14, 15, 16, 20, and 23 are negative, the routine proceeds to step 27, where the air conditioner ON request signal is reset to 0, End control.

  Referring to FIG. 4, there is shown a time chart of the air conditioning cooperative control during deceleration according to the embodiment of the present invention. A broken line 64 indicates a speed-reducing air-conditioner operation permission rotation speed, and this permission rotation speed is determined by a fuel cut operation lower limit rotation speed + a predetermined value. This predetermined value is set according to the gear position in step 18 of the flowchart of FIG.

  The air conditioning cooperative control during deceleration according to the present invention operates the compressor when the input shaft rotation speed of the transmission is higher than the air conditioner operation permission rotation speed 64. In this way, it is determined whether or not sufficient time for increasing the operating level of the compressor can be secured, and the compressor is operated only when sufficient time can be secured, thereby preventing an unnecessary increase in the operating frequency of the air conditioner related parts. .

  That is, when the accelerator pedal is turned off near the fuel cut lower limit rotation, the compressor must be turned off immediately in order to continue the fuel cut even if the air conditioner compressor is operated.

  As a result, the compressor of the air conditioner is turned off immediately after being turned on, and the compressor load torque fluctuates, which causes a problem in terms of merchantability and cannot sufficiently cool the evaporator. Therefore, in such a case, the air-conditioner cooperative control according to the present invention performs control so as not to force the compressor to operate.

  According to the above-described cooperative control of the air conditioner, it is possible to prevent a wasteful increase in the operation frequency of the air conditioner related parts, and it is possible to suppress the failure of these parts. However, depending on the case, when the compressor of the air conditioner is turned on / off or its operating level changes, the load on the compressor may change, giving the driver an unpleasant shock or feeling of deceleration.

  Hereinafter, control for suppressing excessive fluctuations in the load of the compressor and preventing the driver from feeling unpleasant shock or deceleration will be described with reference to FIGS.

  Referring to FIG. 5, there is shown a flowchart for determining a lockup operation command when an air conditioner having an on / off type compressor is mounted. First, in step 30, it is determined whether or not the vehicle is decelerating. If the vehicle is not decelerating, the process is terminated.

  If it is determined that the vehicle is decelerating, the routine proceeds to step 31 where it is determined whether there is a request to turn off the compressor because the deceleration is large. If there is no such request, the routine proceeds to step 32 where it is determined whether or not there is a request to turn off the compressor for fuel cut.

  When step 31 is affirmative or step 32 is affirmative, the routine proceeds to step 33, where it is determined from the room comfort or the temperature of the evaporator whether or not it is impossible to turn off the compressor.

  If step 33 is negative, the routine proceeds to step 34, where the compressor of the air conditioner is turned off. On the other hand, if the determination in step 33 is affirmative, the operation of the compressor is not changed in step 39, but a lockup off command is output in step 40, and the lockup clutch 10 is turned off.

  On the other hand, if step 32 is negative, the routine proceeds to step 35, where it is determined whether or not there is a compressor on request. If there is no ON request, this process is terminated. If it is determined at step 35 that there is a request to turn on the compressor, the routine proceeds to step 36, where it is determined whether it is impossible to turn on the compressor, based on the room comfort or the temperature of the evaporator.

  If the determination is negative, the routine proceeds to step 37, where the compressor of the air conditioner is turned on. If step 36 is positive, the process is terminated without outputting a command to the compressor (step 38).

  Next, a lockup operation command determination process when an air conditioner having a rotary type compressor is mounted will be described with reference to the flowchart of FIG. First, in step 50, it is determined whether or not the vehicle is decelerating. If the vehicle is not decelerating, the process is terminated.

  If it is determined that the vehicle is decelerating, the routine proceeds to step 51, where the compressor operating ratio upper limit value (CmaxG) from the deceleration is calculated. A method of calculating CmaxG will be described with reference to the subroutine of FIG.

  First, in step 60, an engine driving torque during fuel cut is calculated. Next, the routine proceeds to step 61, where the load torque of the auxiliary equipment including the air conditioner compressor, generator, etc. is calculated.

Next, at step 62, the vehicle deceleration is calculated from the current reduction ratio. Next, in step 63, an operating ratio upper limit value (CmaxG) of the compressor that makes the deceleration less than or equal to a predetermined value is calculated. Here, the predetermined value is a tuning value that is set so that the deceleration during traveling is excessive and does not cause a sense of incongruity, and is usually set within 0.8 m / s ² .

  Referring again to the flowchart of FIG. 6, after obtaining the compressor operation rate upper limit value (CmaxG) from the deceleration in step 51, the process proceeds to step 52 to calculate the compressor operation rate upper limit value (CmaxF) from the fuel cut.

  The calculation of CmaxF is performed under the condition that the input shaft rotational speed of the transmission is smaller than the fuel cut lower limit rotational speed + predetermined value. This predetermined value is the number of revolutions corresponding to the time required for the operating ratio to reach the command value after the compressor operating ratio is commanded.

  Next, the routine proceeds to step 53, where the compressor operating ratio upper limit value (CairMax) and lower limit value (CairMin) are calculated from the state of indoor comfort and the temperature of the evaporator.

  Next, the routine proceeds to step 54, where it is determined whether or not the compressor operating ratio lower limit value (CairMin) is smaller than the smaller of CmaxG and CmaxF. If the determination is affirmative, the routine proceeds to step 55 where it is determined whether or not there is a compressor operation request (operation ratio request) during deceleration.

  If it is determined that there is a compressor operation request, the routine proceeds to step 56, where the allowable maximum compressor operation ratio is commanded. If step 55 is negative, the routine proceeds to step 57, where an allowable range of the compressor operation ratio is commanded.

  On the other hand, if the determination in step 54 is negative, the compressor operating ratio is not changed (step 58), and a lockup off command is output in step 59 to turn off the lockup clutch 10.

It is a figure which shows the structure of the automatic transmission mounted in the vehicle, and its control apparatus. It is a block diagram which shows the principle structure of this invention control apparatus. It is a flowchart of the air-conditioner cooperation control process at the time of deceleration. It is a time chart of the air-conditioner cooperation control process at the time of deceleration. It is a flowchart which shows the lockup operation command determination process when the air conditioner which has an on / off type compressor is mounted. It is a flowchart which shows the lockup action command determination process when the air-conditioner which has a rotary type compressor is mounted. It is a flowchart of compressor operation ratio upper limit calculation from deceleration.

Explanation of symbols

2 Engine 6 Automatic transmission 8 Torque converter 10 Lock-up clutch 12 Multi-speed gear mechanism 14 Hydraulic control mechanism 16 Electronic control unit (ECU)
26 Vehicle speed sensor 28 Intake pipe 32 Throttle valve opening sensor 36 Engine speed sensor 40 Accelerator opening sensor

Claims (3)

A vehicle control device comprising an engine, a transmission, and an air conditioner having a compressor driven by the engine,
Deceleration determination means for determining when the vehicle is decelerated,
Deceleration prediction means for predicting vehicle deceleration;
An air conditioner operation restricting means for restricting the control for operating the compressor or the control for increasing the operating ratio of the compressor when the deceleration predicted by the deceleration predicting means is a predetermined value or more;
A vehicle control device comprising: Further comprising a reduction ratio detecting means for detecting a reduction ratio of the transmission when the vehicle is decelerated,
2. The vehicle control device according to claim 1, wherein the air conditioner operation restriction means greatly restricts control for operating the compressor or control for increasing the operation ratio of the compressor as the speed reduction ratio increases. The transmission is configured as an automatic transmission that automatically shifts according to driving conditions,
The vehicle includes a torque converter with a lock-up clutch provided between the engine and the automatic transmission, and a lock-up control device that controls an engagement capacity of the lock-up clutch according to a driving state of the vehicle. And
Based on the operating state of the air conditioner, further comprising a determination means for determining that the control of the compressor to be operated by the air conditioner operation restriction means or the control of increasing the operation ratio of the compressor cannot be performed,
3. The vehicle control according to claim 1, wherein when the determination unit determines that the control cannot be limited, the lockup control device reduces the engagement capacity of the lockup clutch. 4. apparatus.

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