JP2013217271A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control device, capable of properly preventing a shock when an engine is restarted even when there is variation in fluid temperature of a fluid transmission device.SOLUTION: An ECU (vehicle control device) 300 is applied to a vehicle 100 including an engine 1, a belt type continuously-variable transmission 4, a torque converter 2 arranged between the engine 1 and the belt type continuously-variable transmission 4, and a lock-up clutch 25 directly connecting an input side of the torque converter 2 to an output side. The ECU 300 is configured to release the lock-up clutch 25 when restored from fuel cut, and to control ignition timing of the engine 1 according to CVT oil temperature Thc when restarting fuel supply to the engine 1.

Description

  The present invention relates to a vehicle control apparatus configured to be able to execute fuel cut control.

  Conventionally, an engine and a continuously variable transmission (CVT), a torque converter disposed between the engine and the continuously variable transmission, a lockup clutch that directly connects the input side and the output side of the torque converter, There is known a control device that is applied to a vehicle equipped with (see, for example, Patent Document 1).

  The control device of Patent Literature 1 is configured to perform fuel cut control for stopping fuel supply to the engine based on the engine speed when the accelerator is off. The control device releases the lock-up clutch and resumes fuel supply to the engine when returning from the fuel cut. At this time, by retarding the ignition timing of the engine, the rising of the engine torque is delayed to suppress the occurrence of a shock due to the restart of the engine.

Japanese Patent Laid-Open No. 8-42684

  Here, conventionally, the occurrence of shock due to the restart of the engine may vary when returning from the fuel cut. This is because when the lock-up clutch is released, the time from the release start to the release completion varies depending on the CVT oil temperature (the temperature of the oil that supplies the engagement pressure to the lock-up clutch). It is thought that this is because the case where the shock is transmitted and the case where the shock is not transmitted may occur.

  Note that Patent Document 1 does not disclose or suggest that the occurrence of shock due to engine restart varies.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to generate a shock by restarting the engine even when the temperature of the fluid in the fluid transmission device varies. It is an object of the present invention to provide a vehicle control device that can be appropriately suppressed.

  A vehicle control device according to the present invention includes an engine and a transmission, a fluid transmission device disposed between the engine and the transmission, and a lockup clutch that directly connects the input side and the output side of the fluid transmission device. Applies to vehicles. Then, the vehicle control device releases the lock-up clutch when returning from the fuel cut, and restarts the fuel supply to the engine when the fluid temperature of the fluid transmission device (the engagement pressure applied to the lock-up clutch). The ignition timing of the engine is controlled in accordance with the temperature of the oil supplied.

  With this configuration, even if the fluid temperature of the fluid transmission device varies, the engine output torque is controlled by controlling the ignition timing of the engine according to the fluid temperature of the fluid transmission device. Therefore, the occurrence of shock due to the restart of the engine can be appropriately suppressed.

  In the vehicle control device, when the temperature of the fluid of the fluid transmission device is within a preset range, the temperature of the engine of the engine is smaller than when the temperature of the fluid of the fluid transmission device is not within the preset range. The ignition timing may be retarded.

  If comprised in this way, an engine output torque can be made small by retarding the ignition timing of an engine.

  The vehicle control apparatus may be configured to retard the ignition timing of the engine as the temperature of the fluid in the fluid transmission device decreases.

  If comprised in this way, an engine output torque can be made small by retarding the ignition timing of an engine.

  According to the vehicle control device of the present invention, it is possible to appropriately suppress the occurrence of a shock due to the restart of the engine even when the fluid temperature of the fluid transmission device varies.

It is a figure showing a schematic structure of a vehicle controlled by ECU by one embodiment of the present invention. It is the block diagram which showed the structure of ECU of FIG. FIG. 3 is a flowchart for illustrating fuel cut return control executed by the ECU of FIG. 1. FIG. 6 is a time chart for explaining an operation in a case where the ignition timing of the engine is corrected by a third retard amount when returning from the fuel cut. It is the map which showed an example of the relationship between CVT oil temperature and retard amount.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  FIG. 1 is a schematic configuration diagram of a vehicle to which the present invention is applied.

  The vehicle 100 in this example is an FF (front engine / front drive) type vehicle, and is an engine (internal combustion engine) 1 that is a driving power source, a torque converter 2 as a fluid transmission device, a forward / reverse switching device 3, a belt. A continuously variable transmission (CVT) 4, a reduction gear device 5, a differential gear device 6, and an ECU (Electronic Control Unit) 300 are mounted. In addition, when the ECU 300 executes the program, the vehicle control apparatus of the present invention is realized.

  A crankshaft 11, which is an output shaft of the engine 1, is connected to the torque converter 2, and the output of the engine 1 is transmitted from the torque converter 2 through the forward / reverse switching device 3, the belt type continuously variable transmission 4, and the reduction gear device 5. Are transmitted to the differential gear device 6 and distributed to the left and right drive wheels 7.

  The engine 1, torque converter 2, forward / reverse switching device 3, belt type continuously variable transmission 4, hydraulic control circuit 20, and ECU 300 will be described below.

-Engine-
The engine 1 is a multi-cylinder gasoline engine, for example. The amount of intake air taken into the engine 1 is adjusted by an electronically controlled throttle valve 12. The throttle valve 12 can electronically control the throttle opening independently of the driver's accelerator pedal operation, and the opening (throttle opening) is detected by the throttle opening sensor 102. Further, the coolant temperature of the engine 1 is detected by a water temperature sensor 103, and the intake air temperature of the engine 1 is detected by an intake air temperature sensor 109 (see FIG. 2).

  The throttle opening of the throttle valve 12 is driven and controlled by the ECU 300. Specifically, the optimum intake air amount (in accordance with the operating state of the engine 1 such as the engine speed Ne detected by the engine speed sensor 101 and the accelerator pedal depression amount (accelerator operation amount Acc) of the driver). The throttle opening of the throttle valve 12 is controlled so as to obtain a target intake air amount. More specifically, the actual throttle opening of the throttle valve 12 is detected using the throttle opening sensor 102, and the actual throttle opening coincides with the throttle opening (target throttle opening) at which the target intake air amount can be obtained. Thus, the throttle motor 13 of the throttle valve 12 is feedback-controlled.

-Torque converter-
The torque converter 2 includes a pump impeller 21 on the input shaft side, a turbine runner 22 on the output shaft side, a stator 23 that exhibits a torque amplification function, and a one-way clutch 24, and is provided between the pump impeller 21 and the turbine runner 22. The power is transmitted through the fluid.

  The torque converter 2 is provided with a lockup clutch (L / U) 25 that directly connects the input side and the output side of the torque converter 2. The lockup clutch 25 has a differential pressure (lockup differential pressure) ΔP between the hydraulic pressure in the engagement side oil chamber 26 and the hydraulic pressure in the release side oil chamber 27 (ΔP = hydraulic pressure in the engagement side oil chamber 26 minus the release side). The hydraulic friction clutch is frictionally engaged with the front cover 2a by the hydraulic pressure in the oil chamber 27, and is engaged or released by controlling the differential pressure ΔP.

  By engaging the lockup clutch 25, the pump impeller 21 and the turbine runner 22 rotate integrally. On the other hand, the lockup clutch 25 is released by setting the lockup differential pressure ΔP to be negative.

  The torque converter 2 is provided with a mechanical oil pump 8 that is connected to and driven by the pump impeller 21.

  Further, in the present embodiment, as shown in FIG. 2, an electric oil pump 80 that is driven by an electric motor 81 to generate hydraulic pressure is provided in parallel with the mechanical oil pump 8 (driven by the engine 1). When the engine 1 is stopped and the mechanical oil pump 8 does not generate hydraulic pressure, the electric oil pump 80 generates hydraulic pressure.

-Forward / reverse switching device-
The forward / reverse switching device 3 includes a double pinion type planetary gear mechanism 30, a forward clutch C1, and a reverse brake B1.

  The sun gear 31 of the planetary gear mechanism 30 is integrally connected to the turbine shaft 28 of the torque converter 2, and the carrier 33 is integrally connected to the input shaft 40 of the belt type continuously variable transmission 4. The carrier 33 and the sun gear 31 are selectively connected via the forward clutch C1, and the ring gear 32 is selectively fixed to the housing via the reverse brake B1.

  The forward clutch C1 and the reverse brake B1 are hydraulic friction engagement elements that are engaged and released by a hydraulic control circuit 20 to be described later. The forward clutch C1 is engaged and the reverse brake B1 is released. Thus, the forward / reverse switching device 3 is integrally rotated to establish (achieve) the forward power transmission path, and in this state, the forward driving force is transmitted to the belt-type continuously variable transmission 4 side. .

  On the other hand, when the reverse brake B1 is engaged and the forward clutch C1 is released, the forward / reverse switching device 3 establishes (achieves) a reverse power transmission path. In this state, the input shaft 40 rotates in the reverse direction with respect to the turbine shaft 28, and the driving force in the reverse direction is transmitted to the belt type continuously variable transmission 4 side. Further, when both the forward clutch C1 and the reverse brake B1 are released, the forward / reverse switching device 3 becomes neutral (interrupted state) for interrupting power transmission.

-Belt type continuously variable transmission-
The belt-type continuously variable transmission 4 includes an input-side primary pulley 41, an output-side secondary pulley 42, a metal belt 43 wound between the primary pulley 41 and the secondary pulley 42, and the like. Yes.

  A primary pulley rotation speed sensor 105 is disposed in the vicinity of the primary pulley 41. From the output signal of the primary pulley rotation speed sensor 105, the input shaft rotation speed Nin of the belt type continuously variable transmission 4 can be calculated. Further, a secondary pulley rotation speed sensor 106 is disposed in the vicinity of the secondary pulley 42. From the output signal of the secondary pulley rotation speed sensor 106, the output shaft rotation speed Nout of the belt type continuously variable transmission 4 can be calculated. Further, the vehicle speed spd can be calculated based on the output signal of the secondary pulley rotation speed sensor 106. The primary pulley rotation speed sensor 105 and the secondary pulley rotation speed sensor 106 are both electromagnetic pickup type rotation speed sensors.

  The primary pulley 41 is a variable pulley having a variable effective diameter, and a fixed sheave 411 fixed to the input shaft 40 and a movable sheave 412 disposed on the input shaft 40 in a state in which sliding is possible only in the axial direction. And is composed of. Similarly, the secondary pulley 42 is a variable pulley whose effective diameter is variable, and is a fixed sheave 421 fixed to the output shaft 44 and a movable sheave arranged on the output shaft 44 so as to be slidable only in the axial direction. 422.

  A hydraulic actuator 413 for changing the V groove width between the fixed sheave 411 and the movable sheave 412 is disposed on the movable sheave 412 side of the primary pulley 41. Similarly, a hydraulic actuator 423 for changing the V groove width between the fixed sheave 421 and the movable sheave 422 is also arranged on the movable sheave 422 side of the secondary pulley 42.

  In the belt type continuously variable transmission 4 having the above-described structure, by controlling the hydraulic pressure of the hydraulic actuator 413 of the primary pulley 41, the V groove widths of the primary pulley 41 and the secondary pulley 42 change, and the engagement diameter of the belt 43 ( The effective gear ratio) is changed, and the gear ratio γ (γ = primary pulley rotation speed (input shaft rotation speed) Nin / secondary pulley rotation speed (output shaft rotation speed) Nout) continuously changes. The hydraulic pressure of the hydraulic actuator 423 of the secondary pulley 42 is controlled such that the belt 43 is clamped with a predetermined clamping pressure that does not cause belt slip. These controls are executed by the ECU 300 and the hydraulic control circuit 20.

-Hydraulic control circuit-
The hydraulic control circuit 20 uses a mechanical oil pump 8 using the engine 1 as a driving force source and an electric oil pump 80 using the electric motor 81 as a driving force source as hydraulic sources. The mechanical oil pump 8 and the electric oil pump 80 are connected in parallel.

  The hydraulic control circuit 20 of this example includes a plurality of linear solenoid valves and the like, adjusts the hydraulic pressure generated by the mechanical oil pump 8 (the electric oil pump 80 when the engine is stopped), and engages the lockup clutch 25. The oil is supplied to the combined oil chamber 26 and the release oil chamber 27, the forward clutch C1 and the reverse brake B1 of the forward / reverse switching device 3, and the hydraulic actuators 413 and 423 of the belt type continuously variable transmission 4.

-ECU-
As shown in FIG. 2, the ECU 300 includes a CPU (Central Processing Unit) 301, a ROM (Read Only Memory) 302, a RAM (Random Access Memory) 303, a backup RAM 304, and the like.

  The ROM 302 stores various control programs, maps that are referred to when the various control programs are executed, and the like. The CPU 301 executes arithmetic processing based on various control programs and maps stored in the ROM 302. A RAM 303 is a memory for temporarily storing calculation results in the CPU 301 and data input from each sensor. A backup RAM 304 is a non-volatile memory for storing data to be saved when the engine 1 is stopped. is there.

  The CPU 301, ROM 302, RAM 303, and backup RAM 304 are connected to each other via a bus 307, and are connected to an input interface 305 and an output interface 306.

  The input interface 305 includes an engine speed sensor 101, a throttle opening sensor 102, a water temperature sensor 103, a turbine speed sensor 104, a primary pulley speed sensor 105, a secondary pulley speed sensor 106, an accelerator position sensor 107, a brake pedal. Are connected to a brake pedal sensor 108, an intake air temperature sensor 109, a CVT oil temperature sensor 110, and a G sensor 111 for detecting acceleration (deceleration). The output signal of the sensor, that is, the rotational speed of the engine 1 (engine rotational speed) Ne, the throttle opening θth of the throttle valve 12, the cooling water temperature Tw of the engine 1, the rotational speed of the turbine shaft 28 (turbine rotational speed) Nt, the primary pulley Rotational speed (input shaft rotational speed) Nin Secondary pulley rotation speed (output shaft rotation speed) Nout, accelerator pedal operation amount (accelerator engagement) Acc, brake pedal operation amount (brake pedaling force), engine 1 intake air temperature Ta, oil pressure control circuit 20 oil temperature (CVT) The oil temperature Thc) and the acceleration of the vehicle 100 are supplied to the ECU 300.

  Connected to the output interface 306 are the throttle motor 13, the fuel injection device 14, the ignition device 15, the compressor 16 for the air conditioner, the hydraulic control circuit 20, the electric motor 81 of the electric oil pump 80, and the like. The compressor 16 is connected to the crankshaft 11 via an electromagnetic clutch (not shown), and is configured to compress the refrigerant for the air conditioner by the power of the engine 1.

  The ECU 300 controls the output of the engine 1, the gear ratio control and belt clamping pressure control of the belt-type continuously variable transmission 4, and the engagement of the lock-up clutch 25 based on the output signals of the various sensors described above.・ Execute release control.

  Here, the output control of the engine 1 is executed by the throttle motor 13, the fuel injection device 14, the ignition device 15, the ECU 300, and the like. For example, as control of the engine 1, the ECU 300 performs ignition timing control by the ignition device 15. Specifically, ECU 300 controls the output torque of engine 1 by correcting the ignition timing from the reference advance angle (advance angle or retard angle) according to the state of engine 1 or the like.

  Further, the engagement / release control of the lock-up clutch 25 is executed by the hydraulic control circuit 20 and the ECU 300. For example, the ECU 300 has an L / U flag, controls the hydraulic control circuit 20 so that the lockup clutch 25 is released when the L / U flag is off, and when the L / U flag is on. The hydraulic control circuit 20 is controlled so that the lockup clutch 25 is engaged.

  The ECU 300 has a CVT learning function, learns the characteristics of operation by the driver (accelerator work, etc.), and controls the gear ratio of the belt-type continuously variable transmission 4 according to the learning content. Note that CVT learning is completed, for example, when the travel distance reaches a preset distance from the initial state where the CVT learning function is reset.

  Further, the ECU 300 according to the present embodiment executes [fuel cut (F / C) control] and [fuel cut return control] which will be described later.

[Fuel cut control]
ECU 300 executes fuel cut when a predetermined condition is satisfied. The fuel cut control is a control for stopping the fuel supply to the engine 1 in order to improve fuel consumption, when the vehicle is decelerating (accelerator off) and the engine speed Ne is equal to or higher than the fuel cut start speed. Then, fuel injection to the engine 1 is stopped (fuel injection from the fuel injection device 14 is stopped), and the engine speed Ne is lower than the fuel cut return speed (fuel injection return determination speed for stopping the fuel cut). This is the control to restart the fuel injection to the engine 1 when the engine is stopped. The control at the time of returning from the fuel cut will be described later in detail.

  The fuel cut return rotational speed is set to a rotational speed at which engine stall resistance can be ensured and stable rotation of the engine 1 can be maintained. The fuel cut start rotational speed is set to a rotational speed that is higher by a predetermined amount than the fuel cut return rotational speed. Further, the ECU 300 has, for example, an F / C flag, performs fuel injection when the F / C flag is off, and stops fuel injection when the F / C flag is on.

[Control when returning from fuel cut]
Next, with reference to FIG. 3, the fuel cut return control executed by the ECU 300 will be described. It should be noted that the following series of controls are repeatedly executed while the vehicle 100 is traveling.

  First, in step S1, it is determined whether or not a fuel cut is in progress. If it is determined that the fuel is being cut, the process proceeds to step S2. On the other hand, if it is determined that the fuel cut is not in progress, step S1 is repeated. Whether or not the fuel cut is in progress is determined based on, for example, the operating state of the fuel injection device 14.

  Next, in step S2, it is determined whether or not to return from the fuel cut state. And when it is judged that it returns from a fuel cut state, it moves to step S3. On the other hand, if it is determined not to return from the fuel cut state, step S2 is repeatedly performed while the fuel cut state is maintained. Note that, as described above, for example, when the engine speed Ne is lower than the fuel cut return speed, it is determined that the fuel cut state is restored. Further, when the accelerator pedal is operated, it may be determined to return from the fuel cut state.

  Next, in step S3, it is determined whether or not the air conditioner compressor 16 is on. When the compressor 16 is on, the compressor 16 is connected to the crankshaft 11 via an electromagnetic clutch, and when the compressor 16 is off, the compressor 16 is released (separated) from the crankshaft 11. If it is determined that the compressor 16 is not on (is off), the process proceeds to step S4. On the other hand, if it is determined that the compressor 16 is on, the process proceeds to step S6.

  Next, in step S4, it is determined whether or not the first condition is satisfied. The first condition is configured by the following conditions 1 to 4, and when all of the conditions 1 to 4 are satisfied, it is determined that the first condition is satisfied, and at least one of the conditions 1 to 4 is not satisfied It is determined that the first condition is not satisfied. When it is determined that the first condition is not satisfied, the process proceeds to step S5. On the other hand, if it is determined that the first condition is satisfied, the process proceeds to step S9.

(Condition 1) CVT learning is completed (Condition 2) Cooling water temperature Tw of engine 1 is equal to or greater than a preset value (Condition 3) CVT oil temperature Thc is equal to or greater than a preset value Thc1 (Condition 4) Engine The intake air temperature Ta is equal to or higher than a preset value. That is, when CVT learning is not completed, or when the coolant temperature Tw is not equal to or higher than a preset value, the CVT oil temperature Thc is a preset value Thc1. If not, or if the intake air temperature Ta is not equal to or higher than a preset value, the process proceeds to step S5. On the other hand, CVT learning is completed, the coolant temperature Tw is equal to or higher than a preset value, the CVT oil temperature Thc is equal to or higher than a preset value Thc1, and the intake air temperature Ta is equal to or higher than a preset value. If there is, the process moves to step S9.

  Next, in step S5, it is determined whether or not the second condition is satisfied. The second condition is composed of the following conditions 5 to 7. When all of the conditions 5 to 7 are satisfied, it is determined that the second condition is satisfied, and at least one of the conditions 5 to 7 is not satisfied. It is determined that the second condition is not satisfied. If it is determined that the second condition is not satisfied, the process proceeds to step S7. On the other hand, if it is determined that the second condition is satisfied, the process proceeds to step S8.

(Condition 5) Completion of CVT learning (Condition 6) Cooling water temperature Tw of engine 1 is not less than a preset value (Condition 7) CVT oil temperature Thc is within a preset range (values Thc2 to Thc3). That is, when CVT learning is not completed, when the cooling water temperature Tw is not equal to or higher than a preset value, or when the CVT oil temperature Thc is not within a preset range, the process proceeds to step S7. On the other hand, when the CVT learning is completed, the coolant temperature Tw is equal to or higher than a preset value, and the CVT oil temperature Thc is within a preset range, the process proceeds to step S8.

  Note that the maximum value Thc3 in the preset range of the condition 7 is, for example, the same as the value Thc1 in the condition 3, and the values Thc2 to Thc3 in the preset range are, for example, the value Thc1 or less.

  When the compressor 16 is on (step S3: Yes), in step S6, the ignition timing of the engine 1 is corrected from the reference advance angle by the first retard amount, and the engine 1 is restarted.

  If the second condition is not satisfied (step S5: No), the ignition timing of the engine 1 is corrected from the reference advance angle by the second retard amount in step S7, and the engine 1 is restarted. Note that the second retardation amount is larger than the first retardation amount, and the output torque of the engine 1 when corrected with the second retardation amount is larger than when corrected with the first retardation amount. Get smaller.

  If the second condition is satisfied (step S5: Yes), in step S8, the ignition timing of the engine 1 is corrected from the reference advance angle by the third retard amount, and the engine 1 is restarted. Note that the third retard amount is larger than the second retard amount, and the output torque of the engine 1 is greater when corrected with the third retard amount than when corrected with the second retard amount. Get smaller.

  The present embodiment is characterized in that when the second condition is satisfied, the ignition timing is corrected with a third retardation amount larger than the second retardation amount, and the third retardation amount is corrected. The operation in this case will be described in detail later.

  When the first condition is satisfied (step S4: Yes), in step S9, the ignition timing of the engine 1 is corrected from the reference advance angle by the fourth retard amount, and the engine 1 is restarted. Note that the fourth retard amount is larger than the third retard amount, and the output torque of the engine 1 when corrected with the fourth retard amount is larger than when corrected with the third retard amount. Get smaller.

[Operation when correcting with third retard amount]
Next, with reference to FIG. 4, the operation in the case of correcting the ignition timing of the engine 1 with the third retardation amount when returning from the fuel cut will be described. In the engine speed, the G sensor, and the ignition timing in FIG. 4, an example corresponding to this embodiment in which correction is performed with the third retardation amount is shown by a solid line, for example, a second retardation smaller than the third retardation amount. A conventional comparative example in which correction is performed using angular amounts is shown by a broken line. The following operations are executed by the ECU 300.

  First, during fuel cut, for example, when the accelerator pedal is operated, the L / U flag is turned off from on. Thereby, release of the lock-up clutch 25 which has been engaged is started.

  Then, after a predetermined period has elapsed since the L / U flag was turned off, the fuel injection device 14 resumes fuel supply to the engine 1 by turning the F / C flag from on to off. At this time, when the compressor 16 is off, the first condition is not satisfied, and the second condition is satisfied, in the conventional comparative example, the ignition timing is corrected from the reference advance angle by the second retard amount. On the other hand, in the example corresponding to this embodiment, the ignition timing is corrected from the reference advance angle by the third retard amount larger than the second retard amount. In the related art, when the first condition is not satisfied without making a determination on the second condition, the second retardation amount is corrected.

  As a result, even when the CVT oil temperature Thc is within a preset range and it takes time from the start of release of the lockup clutch 25 to the completion of release, in the embodiment, the output from the engine 1 compared to the comparative example. Torque can be reduced. As a result, in the embodiment, variations in the engine speed Ne and the output value of the G sensor 111 (acceleration of the vehicle 100) can be suppressed as compared with the comparative example. That is, in this embodiment, even if the CVT oil temperature Thc varies, the output torque of the engine 1 can be controlled by controlling the ignition timing of the engine 1 according to the CVT oil temperature Thc. Therefore, the occurrence of shock due to the restart of the engine 1 can be appropriately suppressed.

  Note that the ignition timing of the engine 1 is corrected from the reference advance angle by the third retard amount for a predetermined period, and thereafter, the retard amount is gradually reduced to return to the reference advance angle.

-Other embodiments-
In addition, embodiment disclosed this time is an illustration in all the points, Comprising: It does not become a basis of limited interpretation. Therefore, the technical scope of the present invention is not interpreted only by the above-described embodiments, but is defined based on the description of the scope of claims. Further, the technical scope of the present invention includes all modifications within the meaning and scope equivalent to the scope of the claims.

  For example, in the present embodiment, an example in which the present invention is applied to the ECU 300 of the vehicle 100 including the engine 1 as a driving power source for traveling is shown. The present invention may be applied to an ECU of a hybrid vehicle provided.

  Further, in the present embodiment, an example in which the reference advance angle is corrected by any one of the first retardation amount to the fourth retardation amount is shown, but not limited thereto, the reference advance angle is based on the map shown in FIG. May be corrected. The map in FIG. 5 is a map showing the relationship between the CVT oil temperature Thc and the retard amount from the reference advance angle, and the retard amount from the reference advance angle increases as the CVT oil temperature Thc decreases. For this reason, the output torque of the engine 1 is reduced as the CVT oil temperature Thc is lowered.

  In the present embodiment, the reference advance angle is corrected by any one of the first retard amount to the fourth retard amount. However, the present invention is not limited to this, and the reference advance is performed when a predetermined condition is satisfied. The angle may not be corrected.

  In the present embodiment, an example is shown in which CVT learning is completed when the travel distance reaches a preset distance from the initial state in which the CVT learning function is reset. However, the present invention is not limited to this. The CVT learning may be completed when the traveling time reaches a preset time from the initial state where the function is reset.

  In the present embodiment, an example in which one ECU 300 is provided in the vehicle 100 has been described. However, the present invention is not limited thereto, and a plurality of ECUs constituting the ECU 300 may be provided in the vehicle 100.

1 Engine 2 Torque converter (fluid transmission)
4 Belt type continuously variable transmission (transmission)
25 Lock-up clutch 300 ECU (vehicle control device)

Claims (3)

A control device for a vehicle, comprising: an engine and a transmission; a fluid transmission device disposed between the engine and the transmission; and a lockup clutch that directly connects an input side and an output side of the fluid transmission device. And
When returning from a fuel cut, when releasing the lock-up clutch and restarting fuel supply to the engine, the ignition timing of the engine is controlled in accordance with the temperature of the fluid in the fluid transmission device. A control apparatus for a vehicle characterized by being configured. The vehicle control device according to claim 1,
When the temperature of the fluid of the fluid transmission device is within a preset range, the ignition timing of the engine is set as compared with the case where the temperature of the fluid of the fluid transmission device is not within the preset range. A vehicle control device configured to be retarded. The vehicle control device according to claim 1,
The vehicle control device is configured to retard the ignition timing of the engine as the temperature of the fluid of the fluid transmission device decreases.

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