JP2010038300A - Control device and control method of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device and a control method of a vehicle capable of suitably controlling a lockup clutch. <P>SOLUTION: An ECU executes a program including a step (S204) for calculating an indication pressure of the lockup clutch based on a turbine rotational frequency and a throttle opening when a state is a driven state during acceleration slip control (S200; Yes) and predetermined time does not pass after shifting to deceleration slip control (S202; No), a step (S206) for adding a predetermined value to the calculated indication pressure, and a step (S208) for calculating the indication pressure of the lockup clutch based on the turbine rotational frequency and the throttle opening when the state is not the driven state during acceleration slip control (S200; No) or the predetermined time passes after shifting to deceleration slip control (S202; Yes). <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to control of a vehicle equipped with an automatic transmission having a lock-up clutch, and more particularly to a technique for appropriately performing slip control on the lock-up clutch in accordance with the running state of the vehicle.

  2. Description of the Related Art Conventionally, in an automatic transmission having a lockup clutch, a technique for ensuring engagement or half-engagement of the lockup clutch is known.

  For example, Japanese Patent Laying-Open No. 2005-145171 (Patent Document 1) discloses a vehicle driving force control device that can reliably perform engagement or half-engagement of a lockup clutch when the vehicle is in a driven state. Disclose. This vehicle driving force control device is provided between an engine output control unit that controls the output of the engine, a lockup clutch provided between the engine and the driving wheel, and the driving wheel, and is transmitted to the driving wheel. Driving force reducing means capable of reducing the driving force, when the vehicle is in a driven state, or when the vehicle is in a transition from the driving state to the driven state, and the lockup clutch is engaged or When half-engaged, the engine output control unit controls the engine output to be larger than when the lockup clutch is engaged or not half-engaged, and the driving force reduction means It is characterized by operating so as to reduce the driving force transmitted to.

According to the vehicle driving force control device disclosed in the above-mentioned publication, when the vehicle is in a driven state, engagement or half-engagement of the lockup clutch can be reliably performed.
JP 2005-145171 A

  However, the slip rotation speed in the lock-up clutch is not only the hydraulic pressure applied to the lock-up clutch, but also fluctuations in the engine speed on the input side of the lock-up clutch and the turbine speed on the output side (for example, when the vehicle is driven or driven). Therefore, when controlling the engagement of the lockup clutch based on the difference between the engine speed and the turbine speed, the hydraulic pressure applied to the lockup clutch is appropriately controlled. There is a problem that you can not.

  For this reason, when the control mode of the lockup clutch is changed due to a change from the acceleration to the deceleration of the vehicle, the hydraulic pressure applied to the lockup clutch may not be sufficiently ensured. When the lockup clutch hydraulic pressure is insufficient, the slip rotation speed of the lockup clutch cannot be accurately controlled. For example, when the vehicle is decelerating, the engine speed decreases rapidly and fuel cut control is executed. The frequency may be reduced.

  In the vehicle driving force drive control device disclosed in the above-mentioned publication, the engine output is merely increased at the time of transition from the driving state of the vehicle to the driven state, and changes when the vehicle is accelerated or decelerated. In this case, no consideration is given to securing the hydraulic pressure applied to the lockup clutch when the control mode of the lockup clutch is changed, and thus the above-described problem cannot be solved.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a vehicle control device and a control method for appropriately controlling a lock-up clutch.

  In the vehicle control apparatus according to the first invention, the vehicle has an automatic transmission. The automatic transmission has a lock-up clutch whose degree of engagement changes with hydraulic pressure. This control device sets the slip amount of the lock-up clutch according to the running state when the detection means for detecting the running state of the vehicle and the first condition that the vehicle is at least accelerating are satisfied. Lockup when the acceleration slip control means for executing the acceleration slip control on the lockup clutch so that the first target value is reached and the second condition that the vehicle is at least decelerating are satisfied Decelerating slip control means for executing decelerating slip control on the lockup clutch so that the slip amount of the clutch becomes a second target value set according to the running state. The deceleration slip control means is a means for determining a hydraulic pressure command value to be applied to the lockup clutch based on the second target value, and is a case where the acceleration slip control is shifted to the deceleration slip control, and the vehicle before the transition Means for temporarily increasing the command value after shifting to the deceleration slip control, and means for controlling the hydraulic pressure applied to the lockup clutch based on the command value. including. A vehicle control method according to a fifth invention has the same configuration as the vehicle control device according to the first invention.

  According to the first invention, in the acceleration slip control, assuming that the vehicle is in a driving state, the hydraulic pressure applied to the lockup clutch so that the engine speed is higher than the turbine speed by the first target value. Is controlled. However, if the driver depresses the accelerator pedal and the turbine rotational speed becomes higher than the engine rotational speed, the vehicle may be driven even during the acceleration slip control. At this time, the hydraulic pressure applied to the lock-up clutch is controlled to decrease. When the driver releases the depression of the accelerator pedal, the vehicle starts to decelerate, so that the vehicle shifts to deceleration slip control. In the deceleration slip control, assuming that the vehicle is in a driven state, the hydraulic pressure applied to the lockup clutch is controlled so that the turbine speed is higher than the engine speed by a second target value. Therefore, when the vehicle state in the acceleration slip control before the transition to the deceleration slip control is the driven state, the hydraulic pressure applied to the lockup clutch is the driving state in the vehicle state before the transition to the deceleration slip control. It is lower than the case where only a certain point is different. Therefore, the hydraulic pressure that is insufficient can be compensated by temporarily increasing the hydraulic pressure command value to be applied to the lockup clutch after shifting to the deceleration slip control. Therefore, it is possible to suppress an increase in slip amount (decrease in engine speed) due to insufficient hydraulic pressure applied to the lockup clutch. Moreover, since it can suppress that an engine speed falls rapidly, the fall of the execution frequency of fuel cut control can be suppressed. Therefore, it is possible to provide a vehicle control device and a control method for appropriately controlling the lockup clutch.

  In the vehicle control apparatus according to the second invention, the vehicle includes a power source and an automatic transmission. The automatic transmission has a lock-up clutch whose degree of engagement changes with hydraulic pressure. This control device sets the slip amount of the lock-up clutch according to the running state when the detection means for detecting the running state of the vehicle and the first condition that the vehicle is at least accelerating are satisfied. Lockup when the acceleration slip control means for executing the acceleration slip control on the lockup clutch so that the first target value is reached and the second condition that the vehicle is at least decelerating are satisfied Deceleration slip control means for executing deceleration slip control for the lockup clutch so that the clutch slip amount becomes a second target value set according to the traveling state, and a target output corresponding to the traveling state And an output control means for controlling the power source so that the output of the power source becomes the target output. The output control means temporarily increases the target output after the transition to the deceleration slip control when the transition from the acceleration slip control to the deceleration slip control is performed and the vehicle before the transition is in a driven state. A vehicle control method according to a sixth invention has the same configuration as the vehicle control device according to the second invention.

  According to the second invention, in the acceleration slip control, assuming that the vehicle is in a driving state, the hydraulic pressure applied to the lockup clutch so that the engine speed is higher than the turbine speed by the first target value. Is controlled. However, if the driver depresses the accelerator pedal and the turbine rotational speed becomes higher than the engine rotational speed, the vehicle may be driven even during the acceleration slip control. At this time, the hydraulic pressure applied to the lock-up clutch is controlled to decrease. When the driver releases the depression of the accelerator pedal, the vehicle starts to decelerate, so that the vehicle shifts to deceleration slip control. In the deceleration slip control, assuming that the vehicle is in a driven state, the hydraulic pressure applied to the lockup clutch is controlled so that the turbine speed is higher than the engine speed by a second target value. Therefore, when the vehicle state in the acceleration slip control before the transition to the deceleration slip control is the driven state, the hydraulic pressure applied to the lockup clutch is the driving state in the vehicle state before the transition to the deceleration slip control. It is lower than the case where only a certain point is different. Therefore, it is possible to increase the engine speed that has decreased by temporarily increasing the target output after shifting to the deceleration slip control. Therefore, it is possible to suppress the increase in the slip amount in the lockup clutch by bringing the engine speed close to the turbine speed. In addition, by suppressing the increase in the slip amount, the lockup clutch can be maintained at an appropriate slip amount, and a decrease in the frequency of fuel cut execution can be suppressed. Therefore, it is possible to provide a vehicle control device and a control method for appropriately controlling the lockup clutch.

  In the vehicle control device according to the third invention, in addition to the configuration of the first or second invention, the vehicle includes an engine as a power source. The automatic transmission includes a torque converter and a transmission mechanism. The torque converter is provided with a lock-up clutch. The detecting means detects the engine speed detecting means for detecting the engine speed, the turbine speed detecting means for detecting the turbine speed of the torque converter, and the degree of request for increasing the engine output. Request detection means. The acceleration slip control means controls the lockup clutch so that the difference between the engine speed and the turbine speed becomes the first target value when the first condition is satisfied. The deceleration slip control means controls the lockup clutch so that the difference between the engine speed and the turbine speed becomes the second target value when the second condition is satisfied. A vehicle control method according to a seventh aspect has the same configuration as the vehicle control apparatus according to the third aspect.

  According to the third invention, in the deceleration slip control, assuming that the vehicle is in a driven state, the lockup clutch is given such that the turbine rotational speed is higher than the engine rotational speed by the second target value. Hydraulic pressure is controlled. Therefore, when the vehicle state in the acceleration slip control before the transition to the deceleration slip control is the driven state, the hydraulic pressure applied to the lockup clutch is the driving state in the vehicle state before the transition to the deceleration slip control. It is lower than the case where only a certain point is different. Accordingly, if the command value of the hydraulic pressure applied to the lockup clutch after shifting to the deceleration slip control is temporarily increased, the insufficient hydraulic pressure can be compensated. Alternatively, if the target output after shifting to the deceleration slip control is temporarily increased, the decreased engine speed is increased, and the increase in the slip amount in the lockup clutch is suppressed by approaching the turbine speed. it can.

  In addition to the configuration of the third invention, the vehicle control device according to the fourth invention determines that the state of the vehicle is in the drive state when the engine speed is greater than the turbine speed, and the engine speed is the turbine. Means for determining that the state of the vehicle is in a driven state when it is smaller than the rotational speed is further included. A vehicle control method according to an eighth aspect has the same configuration as the vehicle control apparatus according to the fourth aspect.

  According to the fourth aspect of the present invention, it is possible to accurately determine whether the state of the vehicle is the driving state or the driven state based on the magnitude relationship between the engine speed and the turbine speed.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

<First Embodiment>
With reference to FIG. 1, a vehicle equipped with a control apparatus according to the present embodiment will be described. In the present embodiment, the vehicle includes an engine 100, an automatic transmission 350, and an ECU (Electronic Control Unit) 1000. The automatic transmission 350 may be a stepped automatic transmission or a continuously variable automatic transmission. Automatic transmission 350 includes a torque converter 200 that is a fluid coupling, a speed change mechanism 300, and a hydraulic circuit 302. The torque converter 200 is provided with a lockup clutch 202. The lock-up clutch 202 is a frictional engagement element that directly connects the input shaft and the output shaft of the fluid coupling when engaged, and separates the input shaft and the output shaft when released.

  ECU 1000 controls engine 100 and automatic transmission 350. The vehicle control apparatus according to the present embodiment is realized by ECU 1000. ECU 1000 may be constituted by a plurality of ECUs such as an engine ECU that controls engine 100 and an ECT (Electronic Controlled Automatic Transmission) _ECU (Electronic Control Unit) 1040 that controls automatic transmission 350, for example. .

  The engine 100 is provided with an electronic throttle 104. The electronic throttle 104 is provided with a throttle valve (not shown). The opening of the throttle valve (hereinafter referred to as throttle opening) is adjusted by a throttle motor (not shown) based on an electronic throttle control signal received from ECU 1000. The throttle opening is detected by a throttle opening sensor 106. The throttle opening sensor 106 transmits a signal indicating the detected throttle opening to the ECU 1000.

  Further, engine 100 is provided with an injector (not shown) for injecting fuel into the combustion chamber. The injector supplies fuel into the combustion chamber based on a fuel injection control signal received from ECU 1000.

  The output shaft of engine 100 is connected to the input shaft of torque converter 200. Engine 100 and torque converter 200 are connected by a rotating shaft. Therefore, engine 100 output shaft rotational speed NE (engine rotational speed NE) detected by engine rotational speed sensor 102 is equal to torque converter 200 input shaft rotational speed (pump rotational speed).

  The torque converter 200 includes a lockup clutch 202 that directly connects the input shaft and the output shaft, a pump impeller (not shown) on the input shaft side, a turbine impeller (not shown) on the output shaft side, It is comprised from the stator (not shown) which has a one-way clutch (not shown) and expresses a torque amplification function. Torque converter 200 and speed change mechanism 300 are connected by a rotation shaft 206. An output shaft rotational speed NT (turbine rotational speed NT) of the torque converter 200 is detected by a turbine rotational speed sensor 204. The output shaft rotational speed NOUT of the speed change mechanism 300 is detected by the output shaft rotational speed sensor 304.

  The speed change mechanism 300 includes a clutch and a brake as a plurality of friction elements. The hydraulic circuit 302 is based on a predetermined operation table, and includes clutch elements (for example, clutches C1 to C4) that are friction elements, brake elements (for example, brakes B1 to B4), and one-way clutch elements (for example, one-way clutches F0 to F3). ) Are controlled to be engaged and disengaged corresponding to each requested gear. Examples of the shift position (shift position) of the transmission mechanism 300 include a parking (P) position, a reverse travel (R) position, a neutral (N) position, and a forward travel (D) position.

  The output shaft rotation speed sensor 304 is provided to face the teeth of the rotation detection gear attached to the output shaft of the speed change mechanism 300. Output shaft rotation speed sensor 304 detects output shaft rotation speed NOUT of transmission mechanism 300. The output shaft rotational speed sensor 304 transmits a signal (output shaft rotational speed signal) representing the detected output shaft rotational speed NOUT to the ECU 1000.

  Engine speed sensor 102 is provided to face the teeth of a rotation detection gear attached to the output shaft of engine 100 (the input shaft of torque converter 200). The engine speed sensor 102 detects the engine speed NE. The engine speed sensor 102 transmits a signal (engine speed signal) representing the detected engine speed NE to the ECU 1000.

  Turbine rotation speed sensor 204 is provided to face the teeth of a rotation detection gear attached to the output shaft of torque converter 200. Turbine rotation speed sensor 204 detects turbine rotation speed NT of torque converter 200. Turbine rotational speed sensor 204 transmits a signal (turbine rotational speed signal) representing detected turbine rotational speed NT to ECU 1000.

  These rotational speed sensors are sensors that can detect slight rotations of the input shaft of the torque converter 200, the output shaft of the torque converter 200, and the output shaft of the speed change mechanism 300, and are generally referred to as semiconductor sensors, for example. This is a sensor using a magnetoresistive element.

  ECU 1000 transmits a fuel injection signal and an electronic throttle control signal to engine 100 to control the fuel injection amount and the throttle opening. ECU 1000 transmits a lockup clutch control signal (hereinafter also referred to as an LC control signal) to a solenoid (not shown) of lockup clutch 202 to control the hydraulic pressure applied to lockup clutch 202.

  ECU 1000 transmits a solenoid control signal to hydraulic circuit 302 to control the operation of hydraulic circuit 302. In response to the solenoid control signal, the hydraulic circuit 302 sets the friction engagement element so as to form a predetermined gear stage (for example, the first speed to the fifth speed) by the operation of a linear solenoid valve, an on-off solenoid valve, or the like. Engage or release.

  The accelerator position sensor 2100 detects the amount of depression of the accelerator pedal operated by the driver. The accelerator position sensor 2100 transmits to the ECU 1000 a signal (accelerator position signal) indicating the detected depression amount of the accelerator pedal.

  Wheel speed sensor 2200 detects the rotational speed of the vehicle wheel (hereinafter referred to as wheel speed). Wheel speed sensor 2200 transmits a signal representing the wheel speed (wheel speed signal) to ECU 1000. ECU 1000 calculates the speed of the vehicle based on the received wheel speed signal.

  The ECT_ECU 1020 has a memory 1020 in which various data (threshold values, shift maps, etc.) and programs are stored.

  In the vehicle having the above-described configuration, ECU 1000 controls the hydraulic pressure applied to lockup clutch 202 so that the slip amount of lockup clutch 202 is appropriate in accordance with the traveling state of the vehicle. The “slip amount” is a difference between the engine speed NE and the turbine speed NT, and is also referred to as a slip speed in the following description.

  The ECU 1000 executes acceleration when lockup control, torque converter control, and at least a condition that the vehicle is accelerating are satisfied based on the vehicle speed and the throttle opening degree with respect to the lockup clutch 202. One of the slip control and the deceleration slip control executed when the condition that the vehicle is decelerating at least is satisfied.

  For example, the relationship between the throttle opening degree and the vehicle speed in FIG. 2 includes a line for starting lock-up control of the lock-up clutch 202 (lock-up control start line) (thick solid line in FIG. 2), and lock-up. A line for stopping the lock-up control of the clutch 202 (lock-up control stop line) (thick broken line in FIG. 2), a line for starting the acceleration slip control (acceleration slip control start line) (thin solid line in FIG. 2), and acceleration A line for stopping the slip control (accelerated slip control stop line) (thin broken line in FIG. 2) is preset and stored in the memory 1020.

  For example, ECU 1000 performs lock-up control when the position specified in FIG. 2 based on the vehicle speed and the throttle opening crosses the lock-up control start line from the left side to the right side of the page. That is, ECU 1000 transmits a command value (maximum command pressure) corresponding to the maximum hydraulic pressure applied to lockup clutch 202 to lockup clutch 202 so that lockup clutch 202 is completely engaged. As shown in FIG. 3, for example, when the engine is idle-off (ie, accelerator-on) and lock-up control is performed, the lock-up clutch 202 is engaged. The rotational speed NT is substantially the same rotational speed (that is, the slip rotational speed is zero).

  ECU 1000 performs torque converter control when the position specified in FIG. 2 on the basis of the vehicle speed and the throttle opening crosses the lockup control stop line from the right side to the left side of the page. That is, ECU 1000 transmits a command value (minimum command pressure) (that is, zero) corresponding to the minimum hydraulic pressure applied to lockup clutch 202 to lockup clutch 202 so that lockup clutch 202 is in the released state. As shown in FIG. 3, for example, when the engine is idling off (ie, accelerator is on) and torque converter control is performed, lockup clutch 202 is completely released. At this time, the engine speed NE is higher by A (0) than the turbine speed NT due to slip generated in the torque converter 200.

  Further, ECU 1000 performs the acceleration slip control when the position specified in FIG. 2 crosses the acceleration slip control start line from the left side to the right side of the drawing, based on the vehicle speed and the throttle opening. ECU 1000 stops the acceleration slip control when the position specified in FIG. 2 on the basis of the vehicle speed and the throttle opening crosses the acceleration slip control stop line from the right side to the left side of the drawing.

  In the acceleration slip control, ECU 1000 controls lockup clutch 202 so that the difference between engine speed NE and turbine speed NT becomes a target slip speed A (1) set in accordance with the running state of the vehicle. .

  As shown in FIG. 3, for example, when the engine is idle-off (ie, accelerator-on) and acceleration slip control is performed, the engine speed NE is higher than the turbine speed NT by the target slip speed A (1). The hydraulic pressure applied to the lockup clutch 202 is controlled so that the rotational speed is high.

  Further, as shown in FIG. 2, ECU 1000 has a predetermined throttle opening of substantially zero and a vehicle speed of V (0) or more and V (1) or less. If it is within the specified range, deceleration slip control is performed.

  In the deceleration slip control, ECU 1000 controls lockup clutch 202 so that the difference between engine speed NE and turbine speed NT becomes a target slip speed A (2) set in accordance with the running state of the vehicle. .

  As shown in FIG. 3, for example, when idling is on (that is, accelerator is off) and deceleration slip control is performed, the turbine speed NT is equal to the target slip speed A (2) than the engine speed NE. The hydraulic pressure applied to the lockup clutch 202 is controlled so that the rotational speed is high.

  Note that the state in which the throttle opening is substantially zero is, for example, a state in which the electronic throttle 104 is controlled so that the throttle valve is fully closed or the throttle opening that maintains idling of the engine 100 is achieved. .

  ECU 1000 determines whether the engine is idling on or idling off according to the throttle opening. For example, as shown in FIG. 4, ECU 1000 determines that the engine is idle-off when the throttle opening is increased to be larger than a predetermined opening TH (0) (broken line in FIG. 4). To do. ECU 1000 determines that the engine is idling on when the throttle opening is reduced to be smaller than a predetermined opening TH (1) (solid line in FIG. 4).

  Note that the predetermined opening degree TH (0) is an opening degree that is at least larger than the predetermined opening degree TH (1).

  In the vehicle having the lockup clutch 202 as described above, for example, when the driver releases the accelerator pedal and the torque converter control is performed when the engine is idling off, the deceleration slip control is performed. May be. When shifting from torque converter control to decelerating slip control, ECU 1000 causes lockup clutch 202 to change from the released state of lockup clutch 202 so that the slip rotation speed in lockup clutch 202 becomes target slip rotation speed A (2). Controls the hydraulic pressure applied to the motor.

  As shown in FIG. 5, since torque converter control is performed until time T (0), the hydraulic pressure command value (hereinafter also referred to as command pressure) that ECU 1000 gives to lockup clutch 202 is zero.

  When the depression of the accelerator pedal is released at time T (0) and the shift to the deceleration slip control is performed, the ECU 1000 starts the initial command pressure from time T (0) to time T (1) when a predetermined period elapses. The command pressure Pa (0) is output to the solenoid for adjusting the hydraulic pressure applied to the lockup clutch 202.

  At time T (1), ECU 1000 outputs command pressure Pa (1) smaller than Pa (0) to the solenoid of lockup clutch 202. At time T (2), ECU 1000 outputs command pressure Pa (2) smaller than Pa (1) to the solenoid of lockup clutch 202.

  In this way, as shown in FIG. 6, when shifting from torque converter control to deceleration slip control at time T (0), the engine speed NE is changed from NE (0) to turbine after the shift to deceleration slip control. Lock-up clutch 202 is controlled so as to decrease to a lower rotational speed by target slip rotational speed A (2) than rotational speed NT.

  In addition, when the driver is idle off and lock-up control is being performed, if the driver releases the depression of the accelerator pedal, deceleration slip control may be performed. When shifting from the lock-up control to the deceleration slip control, the ECU 1000 causes the lock-up clutch so that the slip rotation speed in the lock-up clutch 202 becomes the target slip rotation speed A (2) from the engaged state of the lock-up clutch 202. The hydraulic pressure applied to 202 is controlled.

  During execution of the lockup control, the command pressure output from the ECU 1000 to the lockup clutch 202 is the maximum command pressure. When the accelerator pedal is released and the shift to the deceleration slip control is performed, the ECU 1000 reduces the hydraulic pressure applied to the lockup clutch 202 by reducing the command pressure for the lockup clutch 202 to the command pressure for executing the deceleration slip control. Let

  In this way, as shown in FIG. 6, when shifting from lock-up control to deceleration slip control at time T (0), the engine speed NE is changed from NE (1) to turbine after the transition to deceleration slip control. Lock-up clutch 202 is controlled so as to decrease to a lower rotational speed by target slip rotational speed A (2) than rotational speed NT.

  Further, when the driver is idle-off and acceleration slip control is performed, when the driver releases the depression of the accelerator pedal, deceleration slip control is performed. That is, when shifting from the acceleration slip control to the deceleration slip control, the ECU 1000 controls the lockup clutch 202 so that the engine speed NE is higher than the turbine speed NT by the target slip speed A (1). From this state, the system shifts to a state in which the lockup clutch 202 is controlled such that the turbine rotational speed NT is higher than the engine rotational speed NE by the target slip rotational speed A (2).

  In the acceleration slip control, when the target slip rotation speed A (1) is maintained, the hydraulic pressure applied to the lockup clutch 202 is maintained. On the other hand, when the engine speed NE increases and the difference from the turbine speed NT (slip speed) increases beyond the target slip speed A (1), the command pressure of the lockup clutch 202 is increased. As a result, the turbine speed NT is increased. Further, when the engine speed NE decreases and the difference from the turbine speed decreases to the target slip speed A (1) or less, the turbine speed NT is reduced by decreasing the indicated pressure of the lockup clutch 202. Is reduced.

  When the driver maintains or increases the amount of depression of the accelerator pedal, the engine speed NE may be greater than the turbine speed NT, and the vehicle state may be in a driving state. On the other hand, when the driver depresses the accelerator pedal and the engine is idling off, the engine speed NE is smaller than the turbine speed NT, and the vehicle state is driven. It may become a state.

  When the acceleration slip control is being performed and the vehicle is in the driving state, the ECU 1000 outputs Pb (0) as an instruction pressure to the solenoid of the lockup clutch 202 as shown by the broken line in FIG. . On the other hand, when the acceleration slip control is being performed and the vehicle is in a driven state, ECU 1000 indicates that Pb (1) is smaller than Pb (0) as the indicated pressure, as indicated by the solid line in FIG. Is output to the solenoid of the lockup clutch 202. This is because the engine speed NE is smaller than the turbine speed NT when the vehicle is in a driven state. ECU 1000 controls lockup clutch 202 so that engine speed NE is higher than turbine speed NT by target slip speed A (1) during acceleration slip control. Therefore, when the vehicle enters a driven state, the engine speed NE is smaller than the turbine speed NT, so the ECU 1000 reduces the hydraulic pressure applied to the lockup clutch 202.

  As described above, the slip rotation speed varies depending not only on the hydraulic pressure applied to the lockup clutch 202 but also whether the vehicle is in a driven state, so that the slip slip control is performed while the hydraulic pressure applied to the lockup clutch 202 remains low. There is a possibility of migration.

  When the acceleration slip control is being performed and the vehicle is in the driving state, the hydraulic pressure applied to the lock-up clutch 202 before the shift to the deceleration slip control is sufficiently secured. In addition, after the shift to the deceleration slip control, the lockup clutch 202 is controlled so that the engine speed NE is lower than the NE (2) by the target slip speed A (2) than the turbine speed NT. Is done. At this time, ECU 1000 outputs command pressure Pb (2) corresponding to the deceleration slip control to the solenoid of lockup clutch 202, as shown in FIG.

  On the other hand, when the acceleration slip control is being performed and the vehicle is in a driven state, the hydraulic pressure applied to the lockup clutch 202 before the shift to the deceleration slip control is not sufficiently ensured. Therefore, after the shift to the deceleration slip control, the lockup clutch 202 is controlled such that the engine speed NE is lower than the NE (3) by the target slip speed A (2) than the turbine speed NT. Even (that is, as shown in FIG. 7, even if the ECU 1000 outputs the command pressure Pb (2) corresponding to the deceleration slip control to the solenoid of the lockup clutch 202), the engine speed NE is simply increased. The hydraulic pressure applied to the lockup clutch 202 cannot be ensured, and as shown by the thick solid line in FIG. If the engine speed decreases rapidly, the execution frequency of fuel cut control may decrease.

  Therefore, the present invention is a case where the acceleration slip control is shifted to the deceleration slip control, and when the vehicle state before the transition is a driven state, the command pressure for the lockup clutch after the shift to the deceleration slip control is performed. It is characterized in that it is temporarily increased.

  In the present embodiment, the command pressure for the lockup clutch after shifting to the deceleration slip control is temporarily increased until a predetermined period elapses, but the present invention is not limited to this. For example, when the shift amount from the acceleration slip control to the deceleration slip control is increased, a longer period may be set as the decrease amount of the vehicle acceleration is larger.

  FIG. 8 shows a functional block diagram of ECU 1000 which is a vehicle control apparatus according to the present embodiment.

  ECU 1000 includes an acceleration slip control unit 1002, a slip control transition determination unit 1004, and a deceleration slip control unit 1100.

  The deceleration slip control unit 1100 includes a target slip rotation number calculation unit 1006, a feedforward hydraulic pressure calculation unit 1008, a learning correction unit 1010, a feedback control unit 1012, and a slip control end determination unit 1014.

  The acceleration slip control unit 1002 executes the acceleration slip control when the position specified in FIG. 2 crosses the acceleration slip control start line based on the throttle opening and the vehicle speed. The acceleration slip control unit 1002 controls the lockup clutch 202 so that the engine speed NE is larger than the turbine speed NT by the target slip speed A (1). For example, when the position specified in FIG. 2 crosses the acceleration slip control start line based on the throttle opening and the vehicle speed, the acceleration slip control unit 1002 turns on the acceleration slip control flag and stops the acceleration slip control. Crossing the line turns off the acceleration slip control flag.

  Further, the acceleration slip control unit 1002 turns on the drive determination flag when the engine speed NE is larger than the turbine speed NT, and turns on the driven determination flag when the turbine speed NT is larger than the engine speed NE.

  The slip control transition determination unit 1004 determines whether or not to shift from the acceleration slip control to the deceleration slip control. For example, when the acceleration slip control flag is on, the slip control transition determination unit 1004 has a throttle opening that is substantially zero and the vehicle speed is in the range of V (0) to V (1). When it is within, it is determined to shift from the acceleration slip control to the deceleration slip control. Note that the slip control transition determination unit 1004 may turn on the transition determination flag when it is determined to shift from acceleration slip control to deceleration slip control, for example.

  When the target slip rotation speed calculation unit 1006 shifts to the deceleration slip control, the target slip rotation speed calculation unit 1006 calculates a target slip rotation speed A (2) corresponding to the deceleration slip control. Note that the target slip rotation speed calculation unit 1006 may calculate the target slip rotation speed based on the running state of the vehicle (for example, the throttle opening and the vehicle speed), regardless of the running state of the vehicle. A predetermined value may be calculated.

  The feedforward hydraulic pressure calculation unit 1008 calculates a command value corresponding to the engagement hydraulic pressure of the lockup clutch 202 with the slip rotational speed as the target slip rotational speed A (2) based on the throttle opening and the turbine rotational speed NT. . Specifically, the feedforward hydraulic pressure calculation unit 1008 calculates the command pressure using a map, a mathematical formula, a table, or the like indicating the relationship between the throttle opening, the turbine speed NT, and the command pressure. Note that the map, the mathematical formula, the table, or the like is preliminarily adapted by experiments or the like and stored in the memory 1020.

  The feedforward hydraulic pressure calculation unit 1008 is a case where the acceleration slip control is shifted to the deceleration slip control, and when the vehicle state in the acceleration slip control is the driving state, the calculated instruction pressure is learned and corrected by the learning correction unit 1010. Send to. For example, when both the transition determination flag and the drive determination flag are on, the feedforward hydraulic pressure calculation unit 1008 transmits the calculated command pressure to the learning correction unit 1010.

  In addition, the feedforward hydraulic pressure calculation unit 1008 shifts from the acceleration slip control to the deceleration slip control, and when the vehicle state at the time of the acceleration slip control is a driven state, A predetermined value is added to the calculated command pressure and transmitted to the learning correction unit 1010 until a predetermined period elapses after shifting to control. For example, when the transition determination flag is on and the drive determination flag is off, the feedforward hydraulic pressure calculation unit 1008 calculates the command pressure calculated until a predetermined period elapses after the transition determination flag is turned on. Is added to a predetermined value and transmitted to the learning correction unit 1010.

  Note that the predetermined value can be controlled to the target slip rotation speed A (2) when the acceleration slip control is being performed and the vehicle shifts to the deceleration slip control when the vehicle is in the driven state. The value is not particularly limited as long as it is a value that provides an appropriate instruction pressure. For example, the predetermined value may be set so that the command pressure becomes the same command pressure as the initial command pressure when the torque converter control is shifted to the deceleration slip control. This makes it possible to control the target slip rotation speed A (2) even when the lock-up clutch 202 is close to the released state.

  The feedforward hydraulic pressure calculation unit 1008 is a case where the acceleration slip control is shifted to the deceleration slip control, the vehicle state during the acceleration slip control is a driven state, and the acceleration slip control is shifted to the deceleration slip control. After a predetermined period has elapsed, the calculated command pressure is transmitted to the learning correction unit 1010.

  The learning correction unit 1010 adds a correction value to the command pressure calculated by the feedforward hydraulic pressure calculation unit 1008. The correction value is, for example, a difference between a command pressure of the lockup clutch 202 obtained by holding a predetermined slip rotation speed for a predetermined time and a command pressure calculated by the feedforward hydraulic pressure calculation unit 1008. Calculated based on learning. The learning mode is not particularly limited to the above-described mode as long as it is a learning mode in which the accuracy of control of the lockup clutch by the command pressure calculated by the feedforward hydraulic pressure calculation unit 1008 is improved.

  The feedback control unit 1012 adds the current slip rotation speed and the target slip rotation speed to the command pressure in consideration of the correction value transmitted from the learning correction section 1010 so that the current slip rotation speed becomes the target slip rotation speed. A feedback correction command pressure corresponding to the difference is added, and a lockup control signal corresponding to the added command pressure is output to the solenoid of the lockup clutch 202.

  The slip control end determination unit 1014 determines whether or not the deceleration slip control is ended based on the accelerator position signal and the turbine speed. For example, the slip control end determination unit 1014 ends the deceleration slip control when the throttle opening is not substantially zero or the vehicle speed is V (0) or more and V (1) or less. Determine what happened.

  Further, in the present embodiment, the acceleration slip control unit 1002, the slip control transition determination unit 1004, the target slip rotation number calculation unit 1006, the feedforward hydraulic pressure calculation unit 1008, the learning correction unit 1010, and the feedback control unit 1012 The slip control end determination unit 1014 is described as functioning as software realized by the CPU of the ECU 1000 executing a program stored in the memory 1020. However, the slip control end determination unit 1014 is realized by hardware. It may be. Such a program is recorded on a storage medium and mounted on the vehicle.

  Referring to FIG. 9, a control structure of a program executed by ECU 1000 that is the vehicle control apparatus according to the present embodiment will be described.

  In step (hereinafter, step is referred to as S) 100, ECU 1000 determines whether or not the accelerator is turned off during the acceleration slip control. If the accelerator is turned off during acceleration slip control (YES in S100), the process proceeds to S102. If not (NO in S100), the process returns to S100.

  In S102, ECU 1000 determines whether or not the shift to deceleration slip control has been performed. When shifting to deceleration slip control (YES in S102), the process proceeds to S104. Otherwise (NO in S102), this process ends.

  In S104, ECU 1000 calculates a target slip rotation speed. In S106, ECU 1000 executes feedforward hydraulic pressure calculation processing. The feedforward hydraulic pressure calculation process will be described later.

  In S108, ECU 1000 performs learning correction. In S110, ECU 1000 determines whether or not the actual slip rotation speed is substantially the same as the target slip rotation speed. If the actual slip rotation speed is substantially the same as the target slip rotation speed (YES in S110), the process proceeds to S114. If not (NO in S110), the process proceeds to S112.

  In S112, ECU 1000 performs feedback hydraulic pressure correction. Specifically, the ECU 1000 uses the value obtained by adding the feedback correction command pressure corresponding to the difference between the current slip rotation speed and the target slip rotation speed as the final command pressure to the lockup clutch 202. Output to the solenoid.

  In S114, ECU 1000 determines whether or not deceleration slip control has been completed. If it is determined that deceleration slip has ended (YES in S114), this process ends. If not (NO in S114), the process proceeds to S110.

  With reference to FIG. 10, a control structure of a program of feedforward hydraulic pressure calculation processing executed by ECU 1000 which is the vehicle control apparatus according to the present embodiment will be described.

  In S200, ECU 1000 determines whether or not the vehicle during the acceleration slip control is in a driven state. If the state of the vehicle under acceleration slip control is the driven state (YES in S200), the process proceeds to S202. If not (NO in S200), the process proceeds to S208.

  In S202, ECU 1000 determines whether or not a predetermined period has elapsed since the shift to the deceleration slip control. If a predetermined period has elapsed after shifting to the deceleration slip control (YES in S202), the process proceeds to S204. If not (NO in S202), the process proceeds to S208.

  In S204, ECU 1000 calculates a command pressure for lockup clutch 202 for setting slip rotational speed to target slip rotational speed A (2) based on throttle opening and turbine rotational speed NT.

  In S206, ECU 1000 adds a predetermined value to the indicated pressure calculated in S204. In S208, ECU 1000 calculates a command pressure for lockup clutch 202 based on the throttle opening and turbine rotational speed NT.

  An operation of ECU 1000 that is the vehicle control apparatus according to the present embodiment based on the above-described structure and flowchart will be described.

  Assume that the acceleration slip control is performed on the lockup clutch 202. When the driver is depressing the depression amount of the accelerator pedal, the engine speed NE is lower than the turbine speed NT, and the vehicle is in a driven state. At this time, the lockup clutch 202 is controlled such that the engine speed NE is higher than the turbine speed NT by the target slip speed A (1). Therefore, ECU 1000 outputs a lock-up control signal to lock-up clutch 202 using Pb (1) as an instruction pressure, as shown in FIG.

  When the driver releases the depression of the accelerator pedal at time T (3) (YES in S100), it is determined whether or not to shift to the deceleration slip control based on the throttle opening and the vehicle speed ( S102). When the throttle opening is substantially zero and the vehicle speed is V (0) or more and V (1) or less (YES in S102), the target slip rotation speed is calculated. (S104), feedforward hydraulic pressure calculation processing is performed (S106).

  In the acceleration slip control before the transition to the deceleration slip control, the vehicle is in a driven state (YES in S200), and therefore, until the predetermined period has elapsed (NO in S202), the throttle opening and Based on the turbine rotational speed NT, the command pressure Pb (2) corresponding to the engagement hydraulic pressure of the lockup clutch 202 with the slip rotational speed as the target slip rotational speed A (2) is calculated (S204). A predetermined value is added to the pressure Pb (2) (S206). Therefore, as shown in FIG. 11, Pb (3) is output as the command pressure corresponding to the feedforward hydraulic pressure from time T (3) to time T (4) when a predetermined period elapses, and time T ( 4) After that (YES in S202), Pb (2) is output as the command pressure.

  As described above, in the acceleration slip control before the transition to the deceleration slip control, when the vehicle state is the driven state, the predetermined value is added to the command value. The command value is temporarily increased as compared with the driving state.

  In the present embodiment, a predetermined value is added, but the present invention is not limited to this. For example, the amount of decrease in vehicle acceleration when shifting from acceleration slip control to deceleration slip control is as follows. A variable value may be added according to the vehicle running state, such as adding a larger value as it is larger, and the command value is temporarily increased compared to the case where it is not in the driven state, i.e., in the driving state. It only has to be done.

  A correction value by learning is added to the calculated command pressure (S108), and feedback correction is performed until the actual slip rotation speed becomes substantially the same as the target slip rotation speed A (2) (NO in S110). The command pressure to which the command pressure is added is output to the lockup clutch 202 (S112). Therefore, as shown by the thick solid line in FIG. 12, even when the shift to the deceleration slip control is performed in the driven state during the acceleration slip control, the lockup is performed at the time T (5) after the time T (3). Increase in the actual slip rotation speed (expansion of the difference between the engine rotation speed NE and the turbine rotation speed NT) is suppressed by the hydraulic pressure applied to the clutch 202, and at time T (6), the actual slip rotation speed is set to the target slip rotation speed A. (2)

  As described above, according to the control device for a vehicle according to the present embodiment, when the state of the vehicle in the acceleration slip control before the shift to the deceleration slip control is the driven state, the shift to the deceleration slip control is performed. The hydraulic pressure applied to the insufficient lock-up clutch can be compensated for by temporarily increasing the command value of the hydraulic pressure applied to the lock-up clutch after the predetermined period until a predetermined period elapses. Therefore, it is possible to suppress an increase in slip rotation speed (decrease in engine speed) due to insufficient hydraulic pressure applied to the lockup clutch. Moreover, since it can suppress that an engine speed falls rapidly, the fall of the execution frequency of fuel cut control can be suppressed. Therefore, it is possible to provide a vehicle control device and a control method for appropriately controlling the lockup clutch.

<Second Embodiment>
Hereinafter, the vehicle control apparatus according to the second embodiment will be described. The vehicle control device according to the present embodiment differs from the configuration of the vehicle control device according to the first embodiment described above in the control structure of a program executed by ECU 1000. The rest of the configuration is the same as the configuration of the vehicle control device according to the first embodiment described above. They are given the same reference numerals. Their functions are the same. Therefore, detailed description thereof will not be repeated here.

  In the present embodiment, when ECU 1000 shifts from acceleration slip control to deceleration slip control and the vehicle before the shift is in a driven state, target of engine 100 after shifting to deceleration slip control is shown. It is characterized in that the output is temporarily increased until a predetermined period elapses.

  FIG. 13 shows a functional block diagram of ECU 1000 which is the vehicle control apparatus according to the present embodiment.

  The ECU 1000 shown in the functional block diagram of FIG. 13 further includes an engine output control unit 1016 as compared to the functional block diagram of the ECU 1000 that is the vehicle control apparatus according to the first embodiment described in FIG. Including points are different. In addition, the same code | symbol is attached | subjected to the structure same as the functional block of ECU1000 demonstrated in FIG. Therefore, detailed description thereof will not be repeated.

  The engine output control unit 1016 is a case where the acceleration slip control is shifted to the deceleration slip control, and when the vehicle is in the drive state in the acceleration slip control, the vehicle running state (the throttle opening, the vehicle speed, and the engine speed). The engine 100 is controlled so as to obtain an output corresponding to the number.

  On the other hand, when the engine output control unit 1016 shifts from the acceleration slip control to the deceleration slip control and the vehicle is in the driven state in the acceleration slip control, the engine output control unit 1016 shifts from the acceleration slip control to the deceleration slip control. Until a predetermined period elapses, the target output set based on the traveling state of the vehicle is increased by a predetermined output to control engine 100. For example, if the transition determination flag is on and the drive determination flag is off, the engine output control unit 1016 may output the engine so that the output increases until a predetermined period elapses after the transition determination flag is turned on. A control signal is transmitted to engine 100.

  In the present embodiment, engine output control unit 1016 is described as functioning as software realized by CPU of ECU 1000 executing a program stored in memory 1020, but is realized by hardware. You may make it do. Such a program is mounted on a vehicle recorded on a storage medium.

  In the present embodiment, when the acceleration slip control is shifted to the deceleration slip control and the vehicle is in the driven state in the acceleration slip control, in addition to the increase in the output of the engine 100, the first described above. As described in the embodiment, the hydraulic pressure applied to the lockup clutch 202 may be increased.

  Further, the output increase mode of the engine 100 is not particularly limited as long as the output of the engine 100 can be increased. For example, it depends on the fuel injection amount, the throttle opening, the intake valve or exhaust valve opening / closing timing, the ignition timing, and the like. The output of the engine 100 may be increased as long as at least the engine speed NE can be increased.

  Referring to FIG. 14, a control structure of a program executed by ECU 1000 that is the vehicle control apparatus according to the present embodiment will be described.

  In the flowchart shown in FIG. 14, the same steps as those in the flowchart shown in FIG. 9 are given the same step numbers. The processing for them is the same. Therefore, detailed description thereof will not be repeated here.

  If it is determined that the deceleration slip control is started (YES in S102), ECU 1000 performs an engine output control process in S300. Thereafter, the process proceeds to S104.

  Referring to FIG. 15, a control structure of a program for an engine output control process executed by ECU 1000 that is the vehicle control apparatus according to the present embodiment will be described.

  In the flowchart shown in FIG. 15, the same steps as those in the flowchart shown in FIG. 10 are given the same step numbers. The processing for them is the same. Therefore, detailed description thereof will not be repeated here.

  If it is not determined that a predetermined period has elapsed since the transition from the acceleration slip control to the deceleration slip control (NO in S202), ECU 1000 calculates a target output based on the traveling state of the vehicle in S302. . In S304, ECU 1000 adds a predetermined value to the calculated eyelid output. If the vehicle is not in a driven state during acceleration slip control (NO in S200), or if a predetermined period has elapsed after shifting to deceleration slip control (YES in S202), ECU 1000 causes ECU 1000 to A target output is calculated based on the running state.

  An operation of ECU 1000 that is the vehicle control apparatus according to the present embodiment based on the above-described structure and flowchart will be described.

  Assume that the acceleration slip control is performed on the lockup clutch 202. When the driver reduces the amount of depression of the accelerator pedal, the lockup clutch 202 is controlled so that the engine speed NE is higher than the turbine speed NT by the target slip speed A (1). Therefore, ECU 1000 outputs a lockup control signal to the solenoid of lockup clutch 202, for example, using Pb (1) as an instruction pressure.

  When the driver releases the depression of the accelerator pedal (YES in S100), the throttle opening is substantially zero, the vehicle speed is V (0) or more, and V (1 ) If so (YES in S102), an engine output control process is performed (S300).

  In the acceleration slip control before the transition to the deceleration slip control, the vehicle is in a driven state (YES in S200), and therefore, the vehicle running state until a predetermined period has elapsed (NO in S202). The target output of the engine 100 is calculated based on (S302), and a predetermined value is added to the calculated target output (S304). When a predetermined period has elapsed (YES in S202), a target output of engine 100 based on the traveling state of the vehicle is calculated (S306). Since the output increase control of the engine 100 is performed at the time of transition to the deceleration slip control, the actual slip rotation speed approaches the target slip rotation speed A (2) by increasing the engine rotation speed NE. Therefore, the target slip rotation speed A (2) can be secured in the relationship between the turbine rotation speed NT and the engine rotation speed NE.

  As described above, according to the control device for a vehicle according to the present embodiment, when the state of the vehicle in the acceleration slip control before the shift to the deceleration slip control is the driven state, the shift to the deceleration slip control is performed. The engine output that has been reduced is increased by temporarily increasing the target output until a predetermined period has elapsed, and the increase in slip rotation in the lock-up clutch is suppressed by approaching the turbine speed. be able to. Further, by suppressing the increase in the slip rotation speed, the lockup clutch can be maintained at an appropriate slip rotation speed, so that a decrease in the frequency of fuel cut execution can be suppressed. Therefore, it is possible to provide a vehicle control device and a control method for appropriately controlling the lockup clutch.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a figure which shows the power train of the vehicle by which the vehicle control apparatus which concerns on 1st Embodiment is mounted. It is a figure which shows the area | region which implements lockup control, acceleration slip control, and deceleration slip control. It is a figure which shows the slip amount according to the control aspect of a lockup clutch. It is a figure which shows the determination area | region of idle on-off. It is a timing chart which shows the change of the command pressure of a lockup clutch at the time of transfer from torque converter control to deceleration slip control. It is a timing chart (the 1) which shows the change of the engine speed according to the control mode of a lockup clutch. It is a timing chart (the 1) which shows the change of the command pressure of a lockup clutch at the time of transfer from acceleration slip control to deceleration slip control. It is a functional block diagram of ECU which is a control device of vehicles concerning a 1st embodiment. It is a flowchart which shows the control structure of the program performed with ECU which is the control apparatus of the vehicle which concerns on 1st Embodiment. It is a flowchart which shows the control structure of the program of the feedforward hydraulic pressure calculation process performed with ECU which is the control apparatus of the vehicle which concerns on 1st Embodiment. 6 is a timing chart (part 2) showing a change in the command pressure of the lock-up clutch at the time of transition from acceleration slip control to deceleration slip control. It is a timing chart (the 2) which shows the change of the engine speed according to the control mode of a lockup clutch. It is a functional block diagram of ECU which is a control device of vehicles concerning a 2nd embodiment. It is a flowchart which shows the control structure of the program performed with ECU which is the control apparatus of the vehicle which concerns on 2nd Embodiment. It is a flowchart which shows the control structure of the program of the engine output control process performed with ECU which is the control apparatus of the vehicle which concerns on 2nd Embodiment.

Explanation of symbols

  100 engine, 102 engine speed sensor, 104 electronic throttle, 106 throttle opening sensor, 200 torque converter, 202 lock-up clutch, 204 turbine speed sensor, 206 rotating shaft, 300 speed change mechanism, 302 hydraulic circuit, 304 output shaft rotation Number sensor, 350 automatic transmission, 1000 ECU, 1002 acceleration slip control unit, 1004 slip control transition determination unit, 1006 target slip rotation number calculation unit, 1008 feedforward hydraulic pressure calculation unit, 1010 learning correction unit, 1012 feedback control unit, 1014 Slip control end determination unit, 1016 engine output control unit, 1020 memory, 1100 deceleration slip control unit, 2100 accelerator position sensor, 2200 wheel speed sensor.

Claims (8)

A control device for a vehicle, wherein the vehicle has an automatic transmission, and the automatic transmission has a lock-up clutch whose engagement degree is changed by hydraulic pressure,
Detecting means for detecting the running state of the vehicle;
When the first condition that at least the vehicle is accelerating is satisfied, the lock-up clutch is adjusted so that the slip amount of the lock-up clutch becomes a first target value set according to the running state. Acceleration slip control means for executing acceleration slip control on the
When the second condition that at least the vehicle is decelerating is satisfied, the lock-up clutch is adjusted so that the slip amount of the lock-up clutch becomes a second target value set according to the traveling state. Decelerating slip control means for executing decelerating slip control on the
The deceleration slip control means includes:
Means for determining an oil pressure command value to be applied to the lockup clutch based on the second target value;
When the acceleration slip control is shifted to the deceleration slip control and the vehicle state before the transition is a driven state, the command value after the transition to the deceleration slip control is temporarily increased. Means for
Means for controlling a hydraulic pressure applied to the lock-up clutch based on the command value. A vehicle control device, wherein the vehicle includes a power source and an automatic transmission, and the automatic transmission has a lock-up clutch whose engagement degree is changed by hydraulic pressure,
Detecting means for detecting the running state of the vehicle;
When the first condition that at least the vehicle is accelerating is satisfied, the lock-up clutch is adjusted so that the slip amount of the lock-up clutch becomes a first target value set according to the running state. Acceleration slip control means for executing acceleration slip control on the
When the second condition that at least the vehicle is decelerating is satisfied, the lock-up clutch is adjusted so that the slip amount of the lock-up clutch becomes a second target value set according to the traveling state. Decelerating slip control means for executing decelerating slip control with respect to,
An output control means for setting a target output corresponding to the traveling state, and controlling the power source so that the output of the power source becomes the target output;
In the case where the output control means shifts from the acceleration slip control to the deceleration slip control and the vehicle before the shift is in a driven state, the output control means outputs the target output after shifting to the deceleration slip control. A vehicle control device that temporarily increases. The vehicle includes an engine as a power source, the automatic transmission includes a torque converter and a transmission mechanism, and the torque converter is provided with the lockup clutch,
The detection means includes
An engine speed detecting means for detecting the engine speed;
Turbine speed detecting means for detecting the turbine speed of the torque converter;
Request detecting means for detecting the degree of an increase request of the engine output,
The acceleration slip control means controls the lockup clutch so that a difference between the engine speed and the turbine speed becomes the first target value when the first condition is satisfied,
The deceleration slip control means controls the lockup clutch so that a difference between the engine speed and the turbine speed becomes the second target value when the second condition is satisfied. Item 3. The vehicle control device according to Item 1 or 2.   The control device determines that the state of the vehicle is in a driving state when the engine speed is greater than the turbine speed, and determines that the state of the vehicle is covered when the engine speed is less than the turbine speed. The vehicle control device according to claim 3, further comprising means for determining that the vehicle is in a driving state. A vehicle control method, wherein the vehicle includes an automatic transmission, the automatic transmission includes a lock-up clutch whose engagement degree is changed by hydraulic pressure,
A detecting step for detecting a traveling state of the vehicle;
When the first condition that at least the vehicle is accelerating is satisfied, the lock-up clutch is adjusted so that the slip amount of the lock-up clutch becomes a first target value set according to the running state. An acceleration slip control step for executing acceleration slip control on the
When the second condition that at least the vehicle is decelerating is satisfied, the lock-up clutch is adjusted so that the slip amount of the lock-up clutch becomes a second target value set according to the traveling state. A deceleration slip control step for executing deceleration slip control for
The deceleration slip control step includes:
Determining an oil pressure command value to be applied to the lockup clutch based on the second target value;
When the acceleration slip control is shifted to the deceleration slip control and the vehicle state before the transition is a driven state, the command value after the transition to the deceleration slip control is temporarily increased. Step to
Controlling the hydraulic pressure applied to the lockup clutch based on the command value. A vehicle control method, wherein the vehicle includes a power source and an automatic transmission, and the automatic transmission has a lock-up clutch whose engagement degree is changed by hydraulic pressure,
A detecting step for detecting a traveling state of the vehicle;
When the first condition that at least the vehicle is accelerating is satisfied, the lock-up clutch is adjusted so that the slip amount of the lock-up clutch becomes a first target value set according to the running state. An acceleration slip control step for executing acceleration slip control on the
When the second condition that at least the vehicle is decelerating is satisfied, the lock-up clutch is adjusted so that the slip amount of the lock-up clutch becomes a second target value set according to the traveling state. A deceleration slip control step for executing deceleration slip control on the vehicle;
An output control step of setting a target output corresponding to the running state and controlling the power source so that the output of the power source becomes the target output;
In the output control step, when the acceleration slip control is shifted to the deceleration slip control, and the vehicle before the transition is in a driven state, the target output after the transition to the deceleration slip control is performed. A vehicle control method that temporarily increases. The vehicle includes an engine as a power source, the automatic transmission includes a torque converter and a transmission mechanism, and the torque converter is provided with the lockup clutch,
The detecting step includes
Detecting the engine speed;
Detecting the turbine speed of the torque converter;
Detecting the degree of request for increase in the output of the engine,
The acceleration slip control step controls the lock-up clutch so that a difference between the engine speed and the turbine speed becomes the first target value when the first condition is satisfied,
The deceleration slip control step controls the lockup clutch so that a difference between the engine speed and the turbine speed becomes the second target value when the second condition is satisfied. Item 7. The vehicle control method according to Item 5 or 6.   The control method determines that the state of the vehicle is in a driving state when the engine speed is greater than the turbine speed, and determines that the state of the vehicle is covered when the engine speed is less than the turbine speed. The vehicle control method according to claim 7, further comprising a step of determining that the vehicle is in a driving state.

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