JP2014088895A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control device for actualizing the fastening of a lock-up clutch without causing great shock associated with shift operation at a low vehicle speed by smoothly synchronizing an engine speed with a turbine rotating speed, thus contributing to improving the fuel consumption of a vehicle.SOLUTION: An ECU 8 is used for a vehicle which enables the power of an engine 1 to be input into a continuously variable transmission 4 via a torque converter 2 equipped with a lock-up clutch 25. When executing lock-up control to fasten the lock-up clutch 25 during acceleration along with start, the ECU 8 restricts shift operation until a timing a shift delay time T2 required as a time from transmitting a shift command to starting the shift operation before a timing when an engine speed Ne and a turbine rotating speed Nt are estimated to correspond to each other.

Description

  The present invention relates to a vehicle control device used for a vehicle in which engine power can be input to a continuously variable transmission via a torque converter having a lock-up clutch.

  2. Description of the Related Art Conventionally, like a control device for a continuously variable transmission with a lock-up torque converter disclosed in Patent Document 1 below, a control device that can control lock-up of a torque converter in a vehicle equipped with a continuously variable transmission has been provided. Some vehicles equipped with a continuously variable transmission with a lock-up torque converter execute a control for engaging a lock-up clutch during acceleration accompanying a start for the purpose of improving fuel consumption.

JP-A 63-303258

  Here, in order to further improve fuel efficiency during start-up acceleration in a vehicle equipped with a continuously variable transmission with a lock-up torque converter, it is desirable to engage the lock-up clutch at the lowest possible vehicle speed. However, since the gear ratio is low in the low vehicle speed state immediately after starting, if the lock-up clutch is to be engaged without taking any measures, the angular acceleration of the engine changes suddenly at the same time as the engagement, There is a concern that a large shock may occur when amplified by low gear. Further, in order to perform such control, the lockup hydraulic pressure must be rapidly increased, and there is a concern that the shock may be amplified.

  Therefore, the present invention generates a large shock accompanying a change in the angular acceleration of the engine at a low vehicle speed by preventing the angular acceleration of the engine from rapidly changing even if the engine speed and the turbine speed are rapidly synchronized. An object of the present invention is to provide a control device for a vehicle that can engage a lock-up clutch without affecting the fuel efficiency of the vehicle.

  The present invention provided to solve the above-described problem is a vehicle control device used in a vehicle that can input engine power to a continuously variable transmission via a torque converter having a lock-up clutch. When performing lock-up control for engaging the lock-up clutch during acceleration associated with starting, a shift command is transmitted after a gear shift command is issued at a timing when the engine speed and the turbine speed are assumed to match. The upshift is limited to the previous upshift limit release timing by the shift delay time required to start.

  In the vehicle control device of the present invention, when executing lock-up control for fastening the lock-up clutch during acceleration accompanying starting, the timing at which the engine speed and the turbine speed are assumed to coincide is used as a reference. The upshift is limited to the previous upshift limit release timing by the shift delay time. As a result, even if the engine speed and the turbine speed are abruptly synchronized, the angular acceleration of the engine does not change abruptly, and a large shock due to a change in the angular acceleration of the engine at low vehicle speeds is suppressed. sell. Further, by using the vehicle control device of the present invention, it is possible to reduce the vehicle speed at which the lockup control is performed, and to contribute to the improvement of the fuel consumption characteristics of the vehicle.

  In the present invention, “upshift is limited” means not only prohibiting upshift, but also suppressing the shift speed and limiting the indicated duty ratio output to the solenoid used for shift control. Etc. are included.

  According to the present invention, even if the engine speed and the turbine speed are abruptly synchronized, a large shock accompanying a change in the angular acceleration of the engine is generated at a low vehicle speed by preventing the angular acceleration of the engine from rapidly changing. Thus, it is possible to provide a vehicle control device that can engage a lock-up clutch without contributing to the improvement of fuel efficiency of the vehicle.

It is a figure which shows schematic structure of the vehicle carrying the vehicle control apparatus which concerns on embodiment of this invention. It is a figure which shows a hydraulic control circuit. It is a block diagram which shows the structure of control systems, such as ECU. It is a time change figure about lockup control during start acceleration.

  Hereinafter, a vehicle control device (corresponding to “ECU 8” below) according to an embodiment of the present invention will be described in detail with reference to the drawings. In the following description, prior to the description of the vehicle control device (ECU 8), an outline of the configuration of a vehicle equipped with the same will be described.

  The vehicle shown in FIG. 1 is an FF (front engine / front drive) type vehicle, and includes an engine 1, a torque converter 2, a forward / reverse switching device 3, a continuously variable transmission 4, a reduction gear device 5, and a differential gear device 6. ECU (Electronic Control Unit) 8, hydraulic control circuit 20 and the like are mounted.

  A crankshaft 11 that 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 continuously variable transmission 4, and the reduction gear device 5. It is transmitted to the differential gear device 6 and distributed to the left and right drive wheels (not shown).

≪Engine≫
The engine 1 is, for example, a multi-cylinder gasoline engine, and the amount of intake air taken into the engine 1 is adjusted by an electronically controlled throttle valve 12. The opening of the throttle valve 12 (throttle opening) is detected by a throttle opening sensor 102. Further, the coolant temperature of the engine 1 is detected by a water temperature sensor 103.

  The throttle opening of the throttle valve 12 is driven and controlled by the ECU 8. Specifically, the optimum intake air amount (target) according to 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 that the intake amount) is obtained.

≪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 25 that directly connects the input side and the output side thereof. 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). This is a hydraulic friction clutch that 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. That is, the lockup clutch 25 is engaged by setting the lockup differential pressure ΔP to a positive value, and the lockup clutch 25 is released by setting the lockup differential pressure ΔP to zero or less.

  Further, the torque converter 2 is provided with a mechanical oil pump 7 that is connected to and driven by a pump impeller 21.

≪Forward / backward switching device≫
The forward / reverse switching device 3 includes a planetary gear mechanism 30, a forward clutch C1, and a reverse brake B1. The planetary gear mechanism 30 is, for example, of the single pinion type, and the sun gear 31 is connected to the turbine shaft 28 and the ring gear 32 is connected to the input shaft 40. The reverse brake B1 is for stopping the rotation of the carrier 34 that supports the pinion gear 33 so as to rotate freely about the axis of the sun gear 31. The forward clutch C1 is for fastening the carrier 34 and the sun gear 31 together in a rotating manner.

  When the forward clutch C1 is released and the reverse brake B1 is engaged, the rotation of the turbine shaft 28 is reversed and decelerated and transmitted to the input shaft 40. On the other hand, when the reverse brake B1 is released and the forward clutch C1 is engaged, the carrier 34 and the sun gear 31 of the planetary gear mechanism 30 rotate together, and the turbine shaft 28 and the input shaft 40 are directly connected. Further, when both the forward clutch C1 and the reverse brake B1 are released, the forward / reverse switching device 3 cuts off the power to form a neutral state.

≪Continuously variable transmission≫
The continuously variable transmission 4 includes an input-side primary pulley 41, an output-side secondary pulley 42, a metal belt 43 wound around the primary pulley 41 and the secondary pulley 42, and the like.

  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 mainly composed. Similarly to the primary pulley 41, the secondary pulley 42 is a variable pulley having a variable effective diameter, and a fixed sheave 421 fixed to the output shaft 44 and a state in which the output shaft 44 can slide only in the axial direction. The movable sheave 422 is mainly configured.

  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. The V groove width is changed by controlling the hydraulic pressure supplied to the hydraulic oil chamber 413a of the hydraulic actuator 413. Similarly, a hydraulic actuator 423 for changing the V groove width between the fixed sheave 421 and the movable sheave 422 is disposed on the movable sheave 422 side of the secondary pulley 42, and the hydraulic oil of the hydraulic actuator 423 is disposed. The V groove width is changed by controlling the hydraulic pressure supplied to the chamber 423a. A spring 424 for applying an initial thrust to the belt 43 is disposed in the hydraulic oil chamber 423a.

≪Hydraulic control circuit≫
Next, the hydraulic control circuit 20 for controlling the oil supplied to the continuously variable transmission 4 and the lockup clutch 25 will be described with reference to FIG. 2, 71 is a primary regulator valve, 72 is a clutch modulator valve, 73 is a solenoid modulator valve, 74 is a garage shift valve, 75 is a manual valve, 76 is an upshift control valve, 77 is a downshift control valve, 78 Is a ratio check valve, and 79 is a clamping pressure control valve. The SLS is a linear that outputs solenoid pressure Psls for performing pressure regulation control of the line pressure PL, transient control of the reverse brake B1 and forward clutch C1, and pressure regulation control of the hydraulic oil chamber 423a of the secondary pulley 42. DS1 is a shift solenoid valve for upshift that controls the pressure of the upshift signal pressure Pds1, and DS2 is a shift solenoid valve for downshift that controls the pressure of the signal pressure Pds2 for downshift. . In this embodiment, a normally open type linear solenoid valve is used for the linear solenoid valve SLS, and a normally closed type duty solenoid valve is used for the shift solenoid valves DS1 and DS2. The signal pressure of each solenoid valve is controlled according to a command from the ECU 8.

  The primary regulator valve 71 is a valve for regulating the oil supplied from the oil pump 7 to a predetermined line pressure PL. The solenoid pressure Psls output from the linear solenoid valve SLS is input to the signal port 71a of the primary regulator valve 71. The primary regulator valve 71 regulates the line pressure PL to a hydraulic pressure proportional to the solenoid pressure Psls.

  The clutch modulator valve 72 is a valve that can output a clutch modulator pressure Pcm that is a source pressure of a supply pressure to the forward clutch C1 and the reverse brake B1. The solenoid modulator valve 73 is a valve that can regulate the clutch modulator pressure Pcm to generate a constant solenoid modulator pressure Psm. The solenoid modulator pressure Psm generated in the solenoid modulator valve 73 is output to the shift solenoid valves DS1 and DS2.

  The shift solenoid valves DS1 and DS2 are valves that operate when the forward clutch C1 or the reverse brake B1 is switched between the engaged state and the released state. These shift solenoid valves DS1, DS2 are duty-controlled by the ECU 8, respectively.

  The garage shift valve 74 transiently controls the supply pressure to the forward clutch C1 and the reverse brake B1 when the shift range is switched from N to D or from N to R (hereinafter also referred to as “garage shift”). It is a switching valve for switching the oil path to do.

  The manual valve 75 is a manually operated valve mechanically connected to the shift lever, and can be switched to each range of P, R, N, D, S, and B. By switching the range of the manual valve 75, the hydraulic pressure supplied from the garage shift valve 74 can be selectively guided to the forward clutch C1 or the reverse brake B1.

  The upshift control valve 76 and the downshift control valve 77 are flow control valves provided to adjust the amount of hydraulic oil supplied to and discharged from the hydraulic oil chamber 413a of the primary pulley 41. The upshift control valve 76 and the downshift control valve 77 operate according to the relative relationship between the upshift signal pressure Pds1 and the downshift signal pressure Pds2 output from the shift solenoid valves DS1 and DS2.

  The upshift control valve 76 includes a first port 76c, a second port 76d, an input port 76e, an input / output port 76f, and an output port 76g. The line pressure PL is input to the input port 76e. The input / output port 76 f is connected to the primary oil chamber 413 a of the primary pulley 41. The output port 76g is connected to the input / output port 77f of the downshift control valve 77.

  In the upshift control valve 76, when the spool is in the upshift position (the left position in FIG. 2), the output port 76g is closed, and the line pressure PL passes from the input port 76e through the input / output port 76f to the primary pulley 41. To the primary oil chamber 413a. On the other hand, when the spool is in the downshift position (the right position in FIG. 2), the input port 76e is closed, and the primary oil chamber 413a is in communication with the output port 76g via the input / output port 76f.

  The downshift control valve 77 has a shift solenoid valve DS1 connected to its first port 77c, and the control hydraulic pressure output from the shift solenoid valve DS1 is input to the first port 77c. Further, the shift solenoid valve DS2 is connected to the second port 77d, and the control hydraulic pressure output from the shift solenoid valve DS2 is input to the second port 77d. The downshift control valve 77 further includes an input port 77e, an input / output port 77f, and a discharge port 77g. The input port 77e is connected to the ratio check valve 78, and the input / output port 77f is connected to the output port 76g of the upshift control valve 76.

  In the downshift control valve 77, when the spool is in the downshift position (the right position in FIG. 2), the input port 77e and the discharge port 77g are in communication with each other. On the other hand, when the spool is in the upshift position (the left position in FIG. 2), the input / output port 77f is closed.

  When the control hydraulic pressure (upshift signal pressure Pds1) output from the shift solenoid valve DS1 is input to the first port 76c of the upshift control valve 76 in the hydraulic control circuit 20, the spool of the upshift control valve 76 is spooled. Moves to the upshift position (the left position in FIG. 2). Accordingly, the hydraulic oil having the line pressure PL flows into the input port 76e at a flow rate corresponding to the control hydraulic pressure, and is supplied to the primary hydraulic oil chamber 413a of the primary pulley 41 through the input / output port 76f. Further, when the spool of the upshift control valve 76 is in the upshift position, the output port 76g is closed, and the outflow of hydraulic oil to the downshift control valve 77 is prevented. As a result, the groove width of the primary pulley 41 is narrowed, and the gear ratio is reduced (upshifted).

  When the control hydraulic pressure output from the shift solenoid valve DS1 is input to the first port 77c of the downshift control valve 77, the spool of the downshift control valve 77 is in the upshift position (the left position in FIG. 2). Move to. As a result, the input / output port 77f is closed, and the inflow of hydraulic oil from the upshift control valve 76 is blocked.

  On the other hand, when the control hydraulic pressure (downshift signal pressure Pds2) output from the shift solenoid valve DS2 is input to the second port 76d of the upshift control valve 76, the thrust corresponding to the downshift signal pressure Pds2 is increased. It acts on the spool of the shift control valve 76, and the spool moves to the downshift position (the right position in FIG. 2). When the spool moves to the downshift position, the input / output port 76f and the output port 76g communicate with each other.

  When the downshift signal pressure Pds2 output from the shift solenoid valve DS2 is input to the second port 77d of the downshift control valve 77, the thrust corresponding to the downshift signal pressure Pds2 is reduced. The spool 77 moves to the downshift position (the right position in FIG. 2). When the spool moves to the downshift position, the input / output port 77f communicates with the discharge port 77g and the output port 76g of the upshift control valve 76. That is, when the downshift signal pressure Pds2 is output from the shift solenoid valve DS2, the input / output port 76f, the output port 76g, and the downshift control of the upshift control valve 76 are output from the hydraulic oil chamber 413a of the primary pulley 41. A series of oil passages are formed through the input port 77e of the valve 77 to the discharge port 77g. The hydraulic oil flows out of the hydraulic oil chamber 413a of the primary pulley 41 and is discharged from the discharge port 77g. As a result, the groove width of the primary pulley 41 is widened and the gear ratio is increased (downshifted).

  The ratio check valve 78 switches the hydraulic oil chamber 413a of the primary pulley 41 from the flow rate control to the hydraulic control for closing control, and the hydraulic pressure of the hydraulic oil chamber 413a and the hydraulic oil chamber 423a of the secondary pulley 42 Is a valve for maintaining the ratio in a preset relationship.

  The clamping pressure control valve 79 is a pressure control valve for controlling the belt clamping pressure by controlling the hydraulic pressure of the hydraulic oil chamber 423a of the secondary pulley 42, and includes a spool biased in one direction by a spring. ing. A constant pressure Psm is supplied from the solenoid modulator valve 73 to the signal port 79a on one end side facing the spring load, and a line pressure PL is supplied to the input port 79b. The output port 79c is connected to the hydraulic oil chamber 423a of the secondary pulley 42, and the output pressure is fed back to the port 79d.

  The solenoid pressure Psls output from the linear solenoid valve SLS is supplied to the signal port 79e of the clamping pressure control valve 79. The clamping pressure control valve 79 can output the hydraulic pressure obtained by amplifying the solenoid pressure Psls input to the signal port 79e with a predetermined amplification degree from the output port 79c and supply it to the hydraulic oil chamber 423a of the secondary pulley 42. The hydraulic pressure (secondary pressure) in the hydraulic oil chamber 423 a of the secondary pulley 42 is detected by the hydraulic pressure sensor 109.

  The hydraulic control circuit 20 includes a configuration for performing lockup control of the torque converter 2. That is, the hydraulic control circuit 20 is formed by a lockup control valve 82, a solenoid valve 84, a secondary regulator valve 86, and an oil passage connecting them.

  The lock-up control valve 82 controls the lock-up clutch 25 by supplying surplus oil generated by adjusting the line pressure PL of the primary regulator valve 71 to the hydraulic oil chambers 26 and 27 of the lock-up clutch 25. And includes a spring 82a, a spool 82b, a signal port 82c, an input port 82d, a first output port 82g, and a second output port 82h. The spool 82b is biased from one direction by a spring 82a, and the output pressure Ps output from the solenoid valve 84 is input to a signal port 82c provided at a position facing the spring 82a. The original pressure Po is input from the secondary regulator valve 86 to the input port 82d. The first output port 82g is connected to the release-side oil chamber 27 of the lockup clutch 25 via the oil passage 88. The second output port 82h is connected to the engagement side oil chamber 26 of the lockup clutch 25 through the oil passage 90.

  When the output pressure Ps input from the solenoid valve 84 to the signal port 82c of the lockup control valve 82 is less than a predetermined value, the spool 82b is pushed and moved to the spring 82a (the left position in FIG. 2). The original pressure Po is supplied to the release side oil chamber 27 of the lockup clutch 25 via the input port 82d and the first output port 82g, and the lockup clutch 25 is released. On the other hand, when the output pressure Ps input from the solenoid valve 84 to the signal port 82c rises to a predetermined value or more, the original pressure Po becomes the engagement side oil chamber of the lockup clutch 25 via the input port 82d and the second output port 82h. 26, the lockup clutch 25 is engaged.

≪ECU≫
As shown in FIG. 3, the ECU 8 is configured around a microcomputer including a CPU 81, a ROM 83, a RAM 85, a backup RAM 87, and the like. The ECU 8 controls the engine 1, and the continuously variable transmission 4 via the hydraulic control circuit 20. And a CVT-ECU that controls the lock-up clutch 25.

  The CPU 81, ROM 83, RAM 85, and backup RAM 87 are connected to each other via a bus 89, and are connected to an input interface 91 and an output interface 93.

  The input interface 91 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 CVT oil. A temperature sensor 108, a hydraulic pressure sensor 109 for the hydraulic oil chamber of the secondary pulley 42, a lever position sensor 110 for detecting the lever position (operation position) of the shift lever, a brake pedal sensor 112, and a longitudinal G sensor for detecting vehicle deceleration. 113 etc. are connected and the output signal of these sensors is supplied to ECU8.

  The output interface 93 is connected to the throttle motor 13, the fuel injection device 14, the ignition device 15, the hydraulic control circuit 20, and the like. The ECU 8 controls the output of the engine 1, the transmission ratio control and the belt clamping pressure control of the continuously variable transmission 4, the engagement / release control of the lockup clutch 25, and the forward / reverse switching based on the output signals of the sensors. Engagement / release control of the forward clutch C1 and the reverse brake B1 of the device 3 is executed.

≪Lock-up control during start acceleration≫
Next, operation control that is performed when lock-up control for fastening the lock-up clutch 25 at the time of acceleration accompanying vehicle start-up is described in detail with reference to the drawings. As shown in FIG. 4, when the vehicle speed reaches a predetermined speed after the vehicle starts to start, a control flag (hereinafter referred to as “upshift limit flag”) that suppresses the output of the upshift signal pressure Pds1 in the shift solenoid valve DS1. (Also referred to as “)” is turned on. As a result, the upshift is limited. The state where the upshift is restricted includes a state where the upshift is prohibited, a state where the shift speed is suppressed, a state where the instruction duty ratio output to the solenoid used for the shift control is restricted, etc. Is included.

  In addition, the upshift limit flag is turned on, and the lockup control execution flag (hereinafter also referred to as “lockup control execution flag”) is turned on. Accordingly, the output pressure Ps input from the solenoid valve 84 to the signal port 82c of the lockup control valve 82 rises to a predetermined value or more, and the original pressure Po becomes the input port 82d and the second output port of the lockup control valve 82. It is supplied to the engagement side oil chamber 26 of the lockup clutch 25 via 82h. The hydraulic pressure supplied to the engagement side oil chamber 26 is controlled so as to change stepwise as shown in FIG.

  Specifically, when a predetermined vehicle speed is reached after the vehicle starts, the lockup control execution flag is turned on. When the lockup control execution flag is turned on, the ECU 8 first increases the hydraulic pressure supplied to the engagement side oil chamber 26 of the lockup clutch 25 to a predetermined value (initial hydraulic pressure) in the period A shown in FIG. Control that maintains constant over time (preparation control) is executed. When the preparation control is completed, control (FF control) for increasing the hydraulic pressure to a hydraulic pressure (second hydraulic pressure) higher than the initial hydraulic pressure is performed by feedforward control in period B shown in FIG. Thereafter, hydraulic control (proximity control) is performed in which the hydraulic pressure is gradually increased until the lockup clutch 25 comes close to the front cover 2a in period C. When the lock-up clutch 25 is brought into frictional engagement with the front cover 2a by the proximity control, control (follow-up control) for adjusting the hydraulic pressure while monitoring the rotational state of the torque converter 2 is performed in the period D.

  Here, in the state where the upshift is restricted as described above and the lockup control execution flag is turned on, the ECU 8 is assumed to eventually coincide with the engine speed Ne and the turbine speed Nt. (Hereinafter also referred to as “rotational speed coincidence timing T1”). Further, the ECU 8 derives a shift delay time T2 required from when a command (shift command) for starting an upshift is issued with the upshift limit flag turned off to when the shift is started. The ECU 8 considers the shift delay time T2 and commands to start the upshift by setting the upshift limit flag to the off state at the upshift limit release timing T3 that is the shift delay time T2 before the rotation speed coincidence timing T1. Command). The shift delay time T2 can be finely adjusted in consideration of the oil temperature and the like.

  Further, in the period E from the upshift restriction release timing T3 to the rotation speed coincidence timing T1, the hydraulic control for increasing the hydraulic pressure supplied to the engagement side oil chamber 26 of the lockup clutch 25 by the ECU 8 to a predetermined end hydraulic pressure. (End control) is performed. In order to ensure that the lockup clutch 25 is engaged, the hydraulic pressure increase rate in the end control in the period E is set to be faster than the hydraulic pressure increase speed in the follow-up control in the period D or the like. Thereby, the lockup clutch 25 is reliably engaged. As a result, the execution flag of the lockup control is turned off, and the lockup control during the start acceleration is completed.

  As described above, in the ECU 8 according to the present embodiment, it is assumed that the engine rotational speed Ne and the turbine rotational speed Nt coincide with each other when the lockup control for engaging the lockup clutch 25 during acceleration accompanying the start is executed. The shift is limited to the upshift restriction release timing T3 that is the shift delay time T2 before the rotation speed coincidence timing T1. By carrying out such control, even if the engine speed Ne and the turbine speed Nt are rapidly synchronized, the angular acceleration of the engine speed does not change rapidly, and a large shock is generated. Can be suppressed. Further, by using the ECU 8, it is possible to reduce the vehicle speed at which the lockup control can be performed at the time of starting acceleration, and contribute to the improvement of the fuel consumption characteristics of the vehicle.

  The vehicle control device of the present invention can be applied to all vehicles in which engine power can be input to a continuously variable transmission via a torque converter having a lock-up clutch.

1 Engine 2 Torque Converter 4 Continuously Variable Transmission 8 ECU (Vehicle Control Device)
25 Lock-up clutch Ne Engine speed Nt Turbine speed T1 Speed coincidence timing T2 Shift delay time T3 Upshift limit release timing

Claims (1)

A vehicular control device used for a vehicle capable of inputting engine power to a continuously variable transmission via a torque converter having a lock-up clutch,
When executing the lock-up control for engaging the lock-up clutch during acceleration accompanying the start, the shift is started after the shift command is issued at the timing when the engine speed and the turbine speed are assumed to coincide. An upshift is limited to an upshift limit release timing that is earlier by a shift delay time required until the shift is performed.

Images