JP2017160976A - Clutch control device for vehicle and clutch control method for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve acceleration feeling in vehicle start, while suppressing increase of cost and axial dimension around an engine.SOLUTION: A transmission controller 12 increases rotational speed of an engine 5 and torque converter 6 with a forward clutch 7b for a belt type continuously variable transmission 1 made into a release state or slip state, the forward clutch provided on a downstream side of the torque converter 6; after that, transmits to a driving wheel 50 rotation energy of the engine 5 and torque converter 6 whose rotation speed is increased by increasing fastening force of the forward clutch 7b; and increases acceleration occurring in a vehicle 100.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle clutch control device and a vehicle clutch control method.

  Patent Document 1 discloses a technique for reducing a turbo lag at the start of a vehicle by controlling a fastening force of a pump clutch provided between an engine and a torque converter.

JP 2007-170664 A

  However, the technique of Patent Document 1 has a problem that the cost is increased by providing a pump clutch, and the axial dimension around the engine increases.

  The present invention has been made in view of such technical problems, and it is an object of the present invention to improve acceleration feeling when starting a vehicle while suppressing an increase in cost and an increase in axial dimension around the engine. To do.

  According to an aspect of the present invention, a vehicle including an engine, an automatic transmission that shifts the rotation of the engine and transmits the rotation to driving wheels, and a torque converter provided between the engine and the automatic transmission. The clutch control device of the above, when the vehicle starts, the clutch for the automatic transmission provided on the downstream side of the torque converter is released or slipped to increase the rotation of the engine and the torque converter, The vehicle clutch is characterized in that the rotational force of the engine and the torque converter, whose rotation has been increased by increasing the fastening force of the clutch, is transmitted to the drive wheels to increase the acceleration generated in the vehicle. A control device is provided.

  According to another aspect of the present invention, an engine, an automatic transmission that shifts the rotation of the engine and transmits it to drive wheels, a torque converter provided between the engine and the automatic transmission, A clutch control method for a vehicle comprising: when the vehicle is started, the clutch for the automatic transmission provided on the downstream side of the torque converter is released or slipped to rotate the engine and the torque converter. And then increasing the engagement force of the clutch to transmit the rotational energy of the engine and the torque converter, whose rotation has been increased, to the drive wheels, thereby increasing the acceleration generated in the vehicle. A vehicle clutch control method is provided.

  According to these aspects, it is possible to improve the feeling of acceleration when starting the vehicle while suppressing an increase in cost and an increase in the axial dimension around the engine.

1 is a schematic configuration diagram of a vehicle according to a first embodiment. It is the flowchart which showed the content of the process which the transmission controller which concerns on 1st Embodiment performs. It is a time chart which showed a mode that clutch control is performed. It is the flowchart which showed the content of the process which the transmission controller which concerns on 2nd Embodiment performs. It is a time chart which showed a mode that standby control and clutch control were performed.

<First Embodiment>
Hereinafter, a first embodiment of the present invention will be described with reference to FIGS.

  FIG. 1 is a schematic configuration diagram of a vehicle 100 according to the first embodiment of the present invention. As shown in FIG. 1, a vehicle 100 includes an engine 5, a belt-type continuously variable transmission (hereinafter referred to as “CVT”) 1 that changes the rotation of the engine 5 and transmits it to drive wheels 50, and an engine 5. A torque converter 6 provided between the CVT 1 and the CVT 1. The engine 5 includes a supercharger 21, and the torque converter 6 includes a lockup clutch 6c.

  The CVT 1 is an automatic transmission that includes a forward / reverse switching mechanism 7, and a primary pulley 2 and a secondary pulley 3 that are torque transmission members are arranged so that their V grooves are aligned, and the V grooves of these pulleys 2 and 3 are arranged. A V-belt 4 is stretched over. An engine 5 is arranged coaxially with the primary pulley 2, and a torque converter 6 and a forward / reverse switching mechanism 7 are provided between the engine 5 and the primary pulley 2 in order from the engine 5 side.

  The forward / reverse switching mechanism 7 includes a double pinion planetary gear set 7 a as a main component, and its sun gear is coupled to the engine 5 via the torque converter 6, and the carrier is coupled to the primary pulley 2. The forward / reverse switching mechanism 7 further includes a forward clutch 7b that directly connects the sun gear and the carrier of the double pinion planetary gear set 7a, and a reverse brake 7c that fixes the ring gear. When the forward clutch 7b is engaged, the input rotation from the engine 5 via the torque converter 6 is directly transmitted to the primary pulley 2, and when the reverse brake 7c is engaged, the input rotation via the torque converter 6 from the engine 5 is reversed. Is transmitted to the primary pulley 2.

  The rotation of the primary pulley 2 is transmitted to the secondary pulley 3 via the V belt 4, and the rotation of the secondary pulley 3 is transmitted to the drive wheel 50 through the output shaft 8, the gear set 9 and the differential gear device 10.

  In order to make it possible to change the gear ratio between the primary pulley 2 and the secondary pulley 3 during the power transmission, one of the conical plates forming the V-grooves of the primary pulley 2 and the secondary pulley 3 is fixed to the fixed conical plates 2a, 3a. The other conical plates 2b and 3b are movable conical plates that can be displaced in the axial direction.

  These movable conical plates 2b and 3b are directed toward the fixed conical plates 2a and 3a by supplying the primary pulley pressure Pp and the secondary pulley pressure Ps created using the line pressure as the original pressure to the primary pulley chamber 2c and the secondary pulley chamber 3c. As a result, the V-belt 4 is frictionally engaged with the conical plate, and power is transmitted between the primary pulley 2 and the secondary pulley 3.

  At the time of shifting, the width of the V groove of both pulleys 2 and 3 is changed by the differential pressure between the primary pulley pressure Pp and the secondary pulley pressure Ps generated corresponding to the target gear ratio, and the V belt 4 with respect to the pulleys 2 and 3 is changed. The target gear ratio is realized by continuously changing the wrapping arc diameter.

  The primary pulley pressure Pp and the secondary pulley pressure Ps are controlled by the shift control hydraulic circuit 11 together with the engagement hydraulic pressure of the forward clutch 7b that is engaged when the forward travel mode is selected and the reverse brake 7c that is engaged when the reverse travel mode is selected. The shift control hydraulic circuit 11 performs control in response to a signal from the transmission controller 12.

  The transmission controller 12 includes a signal from the turbine rotation sensor 20 that detects the rotation speed Nt of the output shaft of the torque converter 6, a signal from the primary pulley rotation sensor 13 that detects the rotation speed Np of the primary pulley 2, and a secondary A signal from the secondary pulley rotation sensor 14 that detects the rotational speed Ns of the pulley 3, a signal from the secondary pulley pressure sensor 15 that detects the secondary pulley pressure Ps, and an accelerator operation amount sensor 16 that detects the accelerator opening APO. A signal, a selection mode signal from the select switch 17 that selects the operation mode of the CVT 1, a signal from the oil temperature sensor 18 that detects the hydraulic oil temperature TMP of the CVT 1, and an input torque from the engine controller 19 that controls the engine 5. Related to (engine speed Ne and fuel injection And between), the angle of the vehicle 100, i.e. a signal from the angle sensor 22 for detecting the gradient of the road surface, is input.

  By the way, as mentioned above, since the engine 5 of the present embodiment includes the supercharger 21, the vehicle 100 may not be able to obtain the acceleration feeling desired by the driver due to the occurrence of a turbo lag when starting. For this reason, the transmission controller 12 performs control for improving the feeling of acceleration felt by the driver when starting.

  Specifically, when the vehicle 100 starts, the transmission controller 12 sets the forward clutch 7b in a slip state to increase the rotation of the engine 5 and the torque converter 6, and then increases the fastening force of the forward clutch 7b to rotate the vehicle 100. Control (hereinafter referred to as clutch control) for transmitting the increased rotational energy of the engine 5 and the torque converter 6 to the drive wheels 50 is performed. This will be described in more detail later.

  On the other hand, there is a case where it is better not to start by clutch control, for example, when the driver has selected a fuel consumption mode that places importance on fuel consumption as the travel mode of CVT1. Therefore, the transmission controller 12 determines whether to start by clutch control or to perform normal start without clutch control according to the flowchart of FIG. Hereinafter, the processing executed by the transmission controller 12 will be described with reference to the flowchart of FIG.

  The transmission controller 12 starts processing when the accelerator is turned from OFF to ON.

  In step S11, the transmission controller 12 determines whether a predetermined time has elapsed since the accelerator was turned on.

  If the transmission controller 12 determines that a predetermined time has elapsed since the accelerator was turned on, the process proceeds to step S12. If it is determined that the predetermined time has not elapsed since the accelerator was turned on, the process of step S11 is repeated.

  In step S12, the transmission controller 12 determines whether the accelerator opening APO is greater than or equal to the reference opening.

  If the transmission controller 12 determines that the accelerator opening APO is greater than or equal to the reference opening, the process proceeds to step S13. If it is determined that the accelerator opening APO is less than the reference opening, the process proceeds to step S17, and a normal start is performed.

  When the accelerator opening APO after a predetermined time has elapsed from the accelerator ON being less than the reference opening, it is considered that the driver does not intend to accelerate the vehicle 100 and the accelerator is depressed slowly. Therefore, in this case, the fuel consumption is improved by prohibiting the clutch control and performing a normal start. In addition, the predetermined time of step S11 is 0.3 sec, for example, and the reference opening degree of step S12 is 70%, for example.

  In step S <b> 13, the transmission controller 12 determines whether the oil temperature TMP of the CVT 1 is within the reference range based on the signal from the oil temperature sensor 18.

  If the transmission controller 12 determines that the oil temperature TMP is within the reference range, the process proceeds to step S14. If it is determined that the oil temperature TMP is not within the reference range, the process proceeds to step S17, and a normal start is performed.

  Specifically, the transmission controller 12 determines whether the oil temperature TMP is in a low temperature region where the oil temperature TMP is equal to or lower than the first reference temperature, If it is determined that it is not within the reference range, the process proceeds to step S17.

  When the oil temperature TMP is in the low temperature region, the controllability of the forward clutch 7b is lowered. Therefore, in this case, the certainty of control is ensured by prohibiting clutch control and performing normal start. The first reference temperature is 20 ° C., for example.

  Further, when the oil temperature TMP is in the high temperature region, it is considered that the forward clutch 7b is overheated when the clutch control is performed. Therefore, in this case, the forward clutch 7b is protected by prohibiting the clutch control and performing a normal start. The second reference temperature is 70 ° C., for example.

  In step S <b> 14, the transmission controller 12 determines whether the ascending slope of the road surface is equal to or less than the reference angle based on the signal from the angle sensor 22.

  When the transmission controller 12 determines that the ascending slope of the road surface is equal to or smaller than the reference angle, the process proceeds to step S15. If it is determined that the road slope is larger than the reference angle, the process proceeds to step S17, and a normal start is performed.

  In the case of uphill traveling where the slope of the road surface is larger than the reference angle, it is conceivable that the vehicle 100 moves backward when clutch control is performed. Therefore, in this case, the vehicle 100 is prevented from moving backward by prohibiting the clutch control and performing a normal start. Note that the reference angle is, for example, 5 degrees.

  In step S15, the transmission controller 12 determines whether the travel mode of the CVT 1 selected by the select switch 17 is the fuel consumption mode.

  When the transmission controller 12 determines that the travel mode of the CVT 1 is the fuel consumption mode, the transmission controller 12 proceeds to step S17 and performs normal start. If it is determined that the travel mode of CVT1 is not the fuel economy mode, the process proceeds to step S16, and the vehicle starts with clutch control.

  When the fuel consumption mode is selected as the travel mode of CVT1, it is considered that the driver attaches more importance to the fuel consumption than the feeling of acceleration. Therefore, in this case, the fuel consumption is improved by prohibiting the clutch control and performing a normal start.

  Next, referring to the time chart shown in FIG. 3, the manner in which the clutch control is executed will be described in comparison with a normal start.

  Prior to time t1, the accelerator is OFF and the vehicle 100 is stopped. Further, the forward travel mode is selected as the mode of CVT1, and the forward clutch 7b is completely engaged. For this reason, the rotational speed Nt of the output shaft of the torque converter 6 and the rotational speed Np of the primary pulley 2 of the CVT 1 are zero.

  When the accelerator is turned on at time t1, clutch control is started at time t2 when a predetermined time has elapsed, and the fastening force of the forward clutch 7b is reduced. The predetermined time is, for example, 0.3 sec.

  Since the forward clutch 7b is provided downstream of the torque converter 6 in the power transmission path, the fluid of the torque converter 6 is agitated out of the torque generated by the engine 5 when the forward clutch 7b is slipped. This reduces the torque used.

  For this reason, in the case of starting by clutch control, the torque used for increasing the rotation of the engine 5 itself is increased compared to the case of normal starting in which the forward clutch 7b starts with the engaged state, and the rotational speed Ne of the engine 5 is increased. The rise is promoted.

  Therefore, for example, when the elapsed time since the accelerator is turned on is compared at the same time t3, in the case of starting by clutch control, the rotational speed Ne of the engine 5 is higher than in the case of normal starting. Further, as can be seen from the change in the rotational speed Nt, the rotational speed of the torque converter 6 is also greatly increased.

  The fastening force of the forward clutch 7b increases at time t3 when the rotational speed Ne of the engine 5 increases to a predetermined rotational speed, and the rotational energy of the engine 5 and the torque converter 6 whose rotation has increased is transmitted to the drive wheels 50. Thus, the acceleration of the vehicle 100 increases rapidly. The predetermined rotational speed is the rotational speed of the engine 5 at which torque is generated so that the rotational speed Ne does not decrease even if the fastening force of the forward clutch 7b is increased so that the desired vehicle acceleration is generated.

  Thereby, for example, when the elapsed time from the accelerator ON is compared at the same time t4, the acceleration generated in the vehicle 100 is greater in the case of starting by clutch control than in the case of normal starting.

  Thereafter, the fastening force of the forward clutch 7b gradually increases and the rotational speed Nt decreases, and at time t5 when the difference between the rotational speed Nt and the rotational speed Np becomes small, a large shock is not applied to the vehicle 100. The forward clutch 7b is completely engaged.

  Thus, by performing clutch control when the vehicle 100 starts, the rotational speed Ne of the engine 5 can be increased to increase the generated torque of the engine 5 and the rotational speed of the engine 5 and the torque converter 6 can be increased. . Then, by transmitting the rotational energy of the engine 5 and the torque converter 6 whose rotation has been increased to the drive wheel 50 via the forward clutch 7b, a desired vehicle acceleration can be rapidly generated, and the acceleration feeling felt by the driver. Can be improved.

  Further, since the clutch control is performed using the forward clutch 7b of the CVT 1, it is not necessary to provide a separate clutch. Therefore, it is possible to improve the feeling of acceleration when starting the vehicle while suppressing an increase in cost and an increase in the axial dimension around the engine.

  As described above, the transmission controller 12 of the present embodiment increases the rotation of the engine 5 and the torque converter 6 with the forward clutch 7b provided on the downstream side of the torque converter 6 in the slip state when the vehicle 100 starts. Then, the rotational force of the engine 5 and the torque converter 6 whose rotation is increased by increasing the fastening force of the forward clutch 7b is transmitted to the drive wheels 50, and the acceleration generated in the vehicle 100 is increased. According to this, the acceleration which generate | occur | produces in the vehicle 100 can be raised rapidly, and the acceleration feeling which a driver | operator feels can be improved. Further, since the rotation of the engine 5 and the torque converter 6 is increased using the forward clutch 7b of the CVT 1, it is possible to improve the feeling of acceleration when starting the vehicle while suppressing an increase in cost and an increase in the axial dimension around the engine. (Effects corresponding to claims 1, 7, and 9).

  Further, the transmission controller 12 prohibits clutch control when the oil temperature TMP of the CVT 1 is in a low temperature region equal to or lower than the first reference temperature. According to this, the certainty of control can be ensured (the effect corresponding to claim 2).

  Further, the transmission controller 12 prohibits clutch control when the oil temperature TMP of the CVT 1 is in a high temperature region equal to or higher than the second reference temperature. According to this, it is possible to prevent the forward clutch 7b from being overheated and to protect the forward clutch 7b (effect corresponding to claim 3).

  Further, the transmission controller 12 prohibits clutch control when the vehicle is traveling uphill where the road surface gradient is larger than the reference angle. According to this, it is possible to prevent the vehicle 100 from moving backward when starting (an effect corresponding to claim 4).

  Further, the transmission controller 12 prohibits clutch control when a fuel efficiency mode that places importance on fuel efficiency is selected as the travel mode of the CVT 1. According to this, fuel consumption can be improved (effect corresponding to claim 5).

  The transmission controller 12 prohibits clutch control when the accelerator opening APO after a predetermined time has elapsed after the accelerator is turned on is equal to or less than the reference opening. In this case, since it is considered that the driver does not intend to accelerate the vehicle 100, the fuel efficiency can be improved by performing a normal start (effect corresponding to claim 6).

  The engine 5 is an engine with a supercharger 21. Therefore, although turbo lag is generated when the vehicle starts, according to the present embodiment, even when the vehicle is equipped with such a supercharger, the acceleration feeling at the time of starting can be improved (effect corresponding to claim 8). .

Second Embodiment
Next, a second embodiment of the present invention will be described with reference to FIGS. FIG. 4 is a flowchart showing the contents of processing executed by the transmission controller according to the second embodiment. FIG. 5 is a time chart showing how standby control and clutch control are executed.

  The transmission controller 12 according to the second embodiment performs control (hereinafter referred to as standby control) to make the forward clutch 7b slip before the vehicle 100 stops on the assumption that clutch control is always performed at the time of start. The process for determining whether or not to start by clutch control is different from the first embodiment. The following description will focus on the differences from the first embodiment, and description of the same parts as in the first embodiment will be omitted.

  First, processing executed by the transmission controller 12 will be described with reference to the flowchart of FIG.

  The transmission controller 12 starts processing when the accelerator is turned from ON to OFF.

  In step S21, the transmission controller 12 determines whether the vehicle speed is equal to or lower than a predetermined vehicle speed. The vehicle speed is calculated based on a signal from the secondary pulley rotation sensor 14.

  If the transmission controller 12 determines that the vehicle speed is equal to or lower than the predetermined vehicle speed, the process proceeds to step S22. If it is determined that the vehicle speed is higher than the predetermined vehicle speed, the process proceeds to step S28.

  The predetermined vehicle speed is, for example, 5 km / h, and is a vehicle speed at which the vehicle 100 is considered to stop as it is. In a state where the vehicle 100 is traveling, the driver can obtain an acceleration feeling at the start without performing clutch control. Therefore, when the vehicle speed is higher than the predetermined vehicle speed, the transmission controller 12 performs a normal start when the accelerator is turned from OFF to ON (steps S28 and S29).

  In step S22, the transmission controller 12 determines whether or not the oil temperature TMP of the CVT 1 is within the reference range based on the signal from the oil temperature sensor 18.

  If the transmission controller 12 determines that the oil temperature TMP is within the reference range, the process proceeds to step S23. When it is determined that the oil temperature TMP is not within the reference range, the process proceeds to step S28, and when the accelerator is turned from OFF to ON, a normal start is performed (step S28, step S29).

  In step S23, the transmission controller 12 determines whether the ascending slope of the road surface is equal to or less than the reference angle based on the signal from the angle sensor 22.

  If the transmission controller 12 determines that the road slope is equal to or smaller than the reference angle, the process proceeds to step S24. If it is determined that the road slope is larger than the reference angle, the process proceeds to step S28, and if the accelerator is turned from OFF to ON, a normal start is performed (step S28, step S29).

  In step S24, the transmission controller 12 determines whether the travel mode of the CVT 1 selected by the select switch 17 is the fuel consumption mode.

  When the transmission controller 12 determines that the travel mode of the CVT 1 is the fuel consumption mode, the transmission controller 12 proceeds to step S28, and performs normal start when the accelerator is switched from OFF to ON (step S28, step S29). If it is determined that the travel mode of CVT1 is not the fuel efficiency mode, the process proceeds to step S25.

  In step S25, the transmission controller 12 performs standby control for bringing the forward clutch 7b into a slip state, and thereafter, when the accelerator is turned from OFF to ON, starts transmission by clutch control (step S26, step S27).

  As described above, the standby control is executed on the assumption that the clutch control is always performed at the start. Therefore, in this embodiment, when it is better not to perform the clutch control, the standby control and the clutch control are prohibited by the above processing.

  Next, a state in which standby control and clutch control are executed will be described with reference to a time chart shown in FIG.

  Prior to time t1, vehicle 100 is decelerating with the accelerator ON. Further, the forward travel mode is selected as the mode of CVT1, and the forward clutch 7b is completely engaged. For this reason, the rotational speed Nt of the output shaft of the torque converter 6 coincides with the rotational speed Np of the primary pulley 2 of the CVT 1 and decreases as the vehicle speed decreases.

  When the accelerator is turned off at time t1, standby control is executed at time t2 when the vehicle speed becomes equal to or lower than the predetermined vehicle speed, and the fastening force of the forward clutch 7b decreases.

  Thereby, the rotational speed Nt increases. Since the rotational speed Nt is the rotational speed of the output shaft of the torque converter 6, the rotational speed Nt is smaller than the rotational speed Ne of the engine 5 by the amount of slip generated in the torque converter 6.

  When the vehicle 100 stops at time t3 and then the accelerator is turned on at time t4, clutch control is executed. In the present embodiment, the forward clutch 7b is in the slip state before the vehicle 100 stops due to the standby control. Therefore, when the accelerator is turned from OFF to ON, clutch control is started immediately.

  The fastening force of the forward clutch 7b increases at time t5 when the rotational speed Ne of the engine 5 increases to a predetermined rotational speed, and the rotational energy of the engine 5 and the torque converter 6 whose rotation has increased is transmitted to the drive wheels 50. Thus, the acceleration of the vehicle 100 increases rapidly.

  Thereafter, the fastening force of the forward clutch 7b gradually increases and the rotational speed Nt decreases, and at time t6 when the difference between the rotational speed Nt and the rotational speed Np becomes small, a large shock is not applied to the vehicle 100. The forward clutch 7b is completely engaged.

  As described above, in the present embodiment, the forward clutch 7b is in a slip state before the vehicle 100 stops by standby control. Therefore, when the vehicle 100 starts, clutch control can be started more quickly than in the case of the first embodiment.

  The embodiment of the present invention has been described above, but the above embodiment is merely one example of application of the present invention, and the technical scope of the present invention is limited to the specific configuration of the above embodiment. is not.

  For example, in the above embodiment, in the clutch control, the rotational speed Ne of the engine 5 is increased by setting the forward clutch 7b to the slip state, but the forward clutch 7b may be in the released state. Further, also in the standby control of the second embodiment, the forward clutch 7b may be in a released state.

  Further, in the above embodiment, standby control and clutch control are performed using the forward clutch 7b. However, if the power transmission path from the engine 5 to the drive wheels 50 is provided on the downstream side of the torque converter 6, the forward drive is performed. A clutch other than the clutch 7b may be used.

  Moreover, in the said embodiment, although this invention is applied to the vehicle 100 provided with the supercharger 21, you may apply this invention to the vehicle which is not provided with a supercharger.

  Moreover, in the said embodiment, although the automatic transmission with which the vehicle 100 is provided is CVT1, a stepped transmission may be sufficient as an automatic transmission.

100 Vehicle 1 Belt type continuously variable transmission (CVT, automatic transmission)
5 Engine 6 Torque converter 7b Forward clutch (clutch)
12 Transmission controller (clutch control device)
21 Supercharger 50 Drive wheel

Claims (9)

A vehicle clutch control device comprising: an engine; an automatic transmission that shifts the rotation of the engine and transmits it to drive wheels; and a torque converter provided between the engine and the automatic transmission,
When the vehicle starts, the clutch for the automatic transmission provided on the downstream side of the torque converter is released or slipped, the rotation of the engine and the torque converter is increased, and then the engagement force of the clutch is increased. Transmitting the rotational energy of the engine and the torque converter increased in rotation to the drive wheels to increase the acceleration generated in the vehicle;
A vehicle clutch control device. The clutch control device according to claim 1,
When the temperature of the hydraulic fluid of the automatic transmission is in a low temperature region that is equal to or lower than a first reference temperature, prohibiting the control to make the clutch in a released state or a slip state;
A vehicle clutch control device. The clutch control device according to claim 1 or 2,
When the temperature of the hydraulic fluid of the automatic transmission is in a high temperature region that is equal to or higher than a second reference temperature, the control for disengaging the clutch or the slip state is prohibited.
A vehicle clutch control device. The clutch control device according to any one of claims 1 to 3,
In the case of upward traveling where the slope of the road surface is larger than the reference angle, the control for disengaging or slipping the clutch is prohibited.
A vehicle clutch control device. The clutch control device according to any one of claims 1 to 4,
When a fuel consumption mode that places importance on fuel consumption is selected as the driving mode of the automatic transmission, the control for disengaging the clutch or the slipping state is prohibited.
A vehicle clutch control device. The clutch control device according to any one of claims 1 to 5,
If the accelerator opening after a predetermined time has elapsed after the accelerator is turned on is equal to or less than the reference opening, the control to disengage the clutch or to slip is prohibited.
A vehicle clutch control device. The clutch control device according to any one of claims 1 to 6,
The clutch is a forward clutch of the automatic transmission;
A vehicle clutch control device. The clutch control device according to any one of claims 1 to 7,
The engine is a supercharged engine,
A vehicle clutch control device. A clutch control method for a vehicle, comprising: an engine; an automatic transmission that shifts the rotation of the engine and transmits the rotation to drive wheels; and a torque converter provided between the engine and the automatic transmission,
When the vehicle starts, the clutch for the automatic transmission provided on the downstream side of the torque converter is released or slipped, the rotation of the engine and the torque converter is increased, and then the engagement force of the clutch is increased. Transmitting the rotational energy of the engine and the torque converter increased in rotation to the drive wheels to increase the acceleration generated in the vehicle;
A vehicle clutch control method.

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