JP2018053924A - Vehicle controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle controller capable of suppressing occurrence of vehicle body vibration.SOLUTION: A vehicular controller is configured to, when engine vibration occurs and thereby vehicle body vibration occurs, or theses vibrations are easy to occur (S1: YES), set a target rotational frequency correction value corresponding to an entire amplitude RPand a period T of a primary rotational frequency (S4), and add the target rotational frequency correction value to a target rotational frequency set based on a shift diagram (S5). Consequently, since the target rotational frequency is increased, shift control (vibration reduction control) is performed with the increased target rotational frequency (S6).SELECTED DRAWING: Figure 3

Description

  The present invention relates to a vehicle control device.

  For example, in a vehicle equipped with a continuously variable transmission (CVT), the engine output is input to the continuously variable transmission via a torque converter, and the power shifted by the continuously variable transmission is transmitted to the drive wheels. Is done.

  Many torque converters incorporate a lock-up mechanism (lock-up clutch) that directly connects the pump impeller and turbine runner in order to improve vehicle fuel efficiency (lower fuel consumption) by improving torque transmission efficiency of the torque converter. ing. In the lockup release state of the lockup mechanism, when the pump impeller rotates due to the engine torque, an oil flow from the pump impeller toward the turbine runner is generated in the torque converter. This oil flow is received by the turbine runner, and the turbine runner rotates. At this time, torque amplification occurs, and the amplified torque is input from the turbine runner to the continuously variable transmission. In the lock-up engagement state of the lock-up mechanism, the pump impeller and the turbine runner are directly connected, and the pump impeller and the turbine runner rotate together, and the engine torque is not amplified and input to the continuously variable transmission. Is done.

JP 2014-199072 A

  With the recent reduction in fuel consumption, the lock-up mechanism is engaged in lock-up at a lower vehicle speed range and engine speed range. Further, during traveling in a low vehicle speed range and a low accelerator opening, the target value (target rotational speed) of the rotational speed input to the continuously variable transmission is set low in order to improve fuel efficiency. Therefore, vibration due to the lock-up engagement state is likely to occur in the drive transmission system including the torque converter, and vehicle body vibration that may cause discomfort to passengers such as drivers may occur.

  The objective of this invention is providing the control apparatus for vehicles which can suppress generation | occurrence | production of a vehicle body vibration.

  In order to achieve the above object, a vehicle control device according to the present invention is a vehicle control device in which engine power is input to a belt-type continuously variable transmission via a torque converter with a lock-up mechanism. Shift control means for controlling the speed ratio of the continuously variable transmission, target rotational speed setting means for setting the target rotational speed, so that the rotational speed input to the continuously variable transmission matches the target rotational speed, Rotational speed acquisition means for acquiring the rotational speed of at least one of the primary pulley and the secondary pulley of the continuously variable transmission, and the amplitude of fluctuation in rotational speed acquired by the rotational speed acquisition means in the lockup engagement state of the lockup mechanism Is equal to or greater than a predetermined value and the state in which the fluctuation period is included in the predetermined range continues for a predetermined time, a target rotational speed correction value derived based on the amplitude and period is added to the target rotational speed. The Rukoto, and a target speed correction means for correcting the target rotational speed.

  According to this configuration, the gear ratio of the continuously variable transmission is controlled so that the rotational speed input to the continuously variable transmission matches the target rotational speed. When traveling in a low vehicle speed range and a low accelerator opening, the target rotational speed is set to a low rotational speed in order to improve fuel efficiency. On the other hand, in the lockup engagement / release control of the lockup mechanism, the lockup mechanism is locked up in a low vehicle speed range and a low engine speed range in order to improve fuel efficiency. For this reason, for example, if the accelerator pedal is depressed during travel in the lockup engagement state at a low vehicle speed range and a low engine speed range, the engine vibration occurs due to the lockup engagement state, which is inconvenient to the occupant. There may be vehicle vibrations that give a pleasant feeling.

  Therefore, the rotational speed of at least one of the primary pulley and the secondary pulley of the continuously variable transmission is acquired, and the amplitude and period of fluctuation of the rotational speed are obtained. When the amplitude is equal to or greater than a predetermined value and the period is within a predetermined range for a predetermined time, engine vibration is generated and vehicle body vibration is occurring or is likely to occur. Therefore, the target rotational speed correction value derived based on the amplitude and the period is added to the target rotational speed. As a result, the target rotational speed is corrected to be increased, so that the gear ratio of the continuously variable transmission is shifted to the low gear side. As a result, generation of engine vibration can be suppressed or engine vibration can be eliminated, and generation of vehicle body vibration can be suppressed.

  The vehicle control device further includes an accelerator opening degree obtaining unit that obtains an accelerator opening degree, and a vehicle speed obtaining unit that obtains a vehicle speed, and the target rotational speed correction unit is an accelerator opening degree obtained by the accelerator opening degree obtaining unit. A configuration may be adopted in which the correction of the target rotational speed is terminated in response to a state in which the vehicle speed acquired by the vehicle speed acquisition means is equal to or greater than a predetermined opening and the vehicle speed is equal to or greater than the predetermined vehicle speed for a predetermined time or longer.

  Thus, the correction of the target rotational speed can be terminated after the concern about the occurrence of the engine vibration is eliminated, and the occurrence of the engine vibration and the vehicle body vibration can be suppressed immediately after the completion of the correction.

  ADVANTAGE OF THE INVENTION According to this invention, generation | occurrence | production of an engine vibration can be suppressed or an engine vibration can be eliminated, and generation | occurrence | production of a vehicle body vibration can be suppressed.

It is a figure which shows the structure of the principal part of the vehicle by which the control apparatus which concerns on one Embodiment of this invention is mounted. It is a skeleton figure which shows the structure of the drive system of a vehicle. It is a flowchart which shows the flow of control at the time of lockup engagement. It is a figure which shows an example of the time change of an accelerator opening degree, a lockup state (engagement / release), an engine speed, a primary speed, a secondary speed, and a vehicle speed. It is a figure which shows an example of a correction map.

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

<Vehicle configuration>
FIG. 1 is a diagram illustrating a configuration of a main part of a vehicle 1 on which a control device according to an embodiment of the present invention is mounted.

  The vehicle 1 is an automobile that uses the engine 2 as a drive source. The output of the engine 2 is transmitted to the left and right drive wheels of the vehicle 1 via a torque converter 3 and a continuously variable transmission (CVT) 4.

  The engine 2 is provided with an electronic throttle valve for adjusting the amount of intake air into the combustion chamber of the engine 2, an injector (fuel injection device) that injects fuel into the intake air, and an ignition plug that generates electric discharge in the combustion chamber. It has been. The engine 2 is also provided with a starter for starting the engine 2.

  The vehicle 1 includes an ECU (Electronic Control Unit) 11 having a configuration including a microcomputer (microcontroller unit). The microcomputer incorporates, for example, a CPU, ROM, RAM, data flash (flash memory), and the like. FIG. 1 shows only one ECU 11 for controlling a drive transmission system including the engine 2, the torque converter 3 and the continuously variable transmission 4, but the vehicle 1 includes an ECU 11 for controlling each part. A plurality of ECUs having the same configuration as in FIG. A plurality of ECUs including the ECU 11 are connected so as to be capable of bidirectional communication by a CAN (Controller Area Network) communication protocol.

  The ECU 11 is connected to an accelerator sensor 21, an engine speed sensor 22, a primary speed sensor 23, a secondary speed sensor 24, a vehicle speed sensor 25, and the like.

  The accelerator sensor 21 outputs a detection signal corresponding to the operation amount of the accelerator pedal operated by the driver. Based on the detection signal input from the accelerator sensor 21, the ECU 11 sets the ratio of the operation amount to the maximum operation amount of the accelerator pedal, that is, 0% when the accelerator pedal is not depressed, and the accelerator pedal is depressed to the maximum. The accelerator opening, which is a percentage with the time as 100%, is obtained by calculation.

  The engine speed sensor 22 outputs a pulse signal synchronized with the rotation of the engine 2 (rotation of the crankshaft) as a detection signal. The ECU 11 obtains the rotational speed (engine rotational speed) of the engine 2 from the detection signal of the engine rotational speed sensor 22 by calculation.

  The primary rotational speed sensor 23 outputs, for example, a pulse signal synchronized with the rotation of the primary shaft 51 (see FIG. 2) of the continuously variable transmission 4 as a detection signal. The ECU 11 acquires the rotation speed (primary rotation speed) of the primary shaft 51 from the detection signal of the primary rotation speed sensor 23 by calculation.

  For example, the secondary rotational speed sensor 24 outputs a pulse signal synchronized with the rotation of the secondary shaft 52 (see FIG. 2) of the continuously variable transmission 4 as a detection signal. The ECU 11 acquires the rotation speed (secondary rotation speed) of the secondary shaft 52 from the detection signal of the secondary rotation speed sensor 24 by calculation.

  The vehicle speed sensor 25 is provided, for example, in a rotating body (for example, the output shaft 42) that rotates as the vehicle 1 travels, and outputs a pulse signal synchronized with the rotation of the rotating body as a detection signal. The ECU 11 acquires the vehicle speed from the detection signal of the vehicle speed sensor 25 by calculation.

  The ECU 11 is an electronic device provided in the engine 2 for starting, stopping and adjusting the output of the engine 2 based on information acquired from detection signals of various sensors and / or various information input from other ECUs. Control throttle valves, injectors and spark plugs. Further, the ECU 11 controls various valves included in a hydraulic circuit for supplying hydraulic pressure to each part of the continuously variable transmission 4 in order to perform shift control of the continuously variable transmission 4.

<Configuration of drive system>
FIG. 2 is a skeleton diagram showing the configuration of the drive system of the vehicle 1.

  The torque converter 3 includes a pump impeller 31, a turbine runner 32, and a lockup mechanism (lockup clutch) 33. An output shaft (E / G output shaft) of the engine 2 is connected to the pump impeller 31, and the pump impeller 31 is provided so as to be integrally rotatable around the same rotation axis as the E / G output shaft. ing. The turbine runner 32 is provided to be rotatable about the same rotation axis as the pump impeller 31. The lockup mechanism 33 is provided to directly connect / separate the pump impeller 31 and the turbine runner 32. When the lockup mechanism 33 is engaged, the pump impeller 31 and the turbine runner 32 are directly connected, and when the lockup mechanism 33 is released, the pump impeller 31 and the turbine runner 32 are separated.

  When the lockup mechanism 33 is released from the lockup engagement (lockup release state), when the E / G output shaft is rotated, the pump impeller 31 is rotated. When the pump impeller 31 rotates, an oil flow from the pump impeller 31 toward the turbine runner 32 is generated. This oil flow is received by the turbine runner 32 and the turbine runner 32 rotates. At this time, the amplifying action of the torque converter 3 occurs, and the turbine runner 32 generates a power larger than the power (torque) of the E / G output shaft.

  In the lockup engagement state of the lockup mechanism 33, when the E / G output shaft is rotated, the E / G output shaft, the pump impeller 31, and the turbine runner 32 are rotated together.

  An oil pump 5 is provided between the torque converter 3 and the continuously variable transmission 4. The oil pump 5 is a mechanical oil pump, and the pump shaft is disposed so that the rotational axis of the pump impeller 31 coincides with the pump impeller 31 and is coupled to the pump impeller 31 so as not to be relatively rotatable. Accordingly, when the pump impeller 31 is rotated by the power of the engine 2, the pump shaft of the oil pump 5 is rotated and oil is discharged from the oil pump 5.

  The continuously variable transmission 4 transmits the power input from the torque converter 3 to the differential gear 6. The continuously variable transmission 4 includes an input shaft 41, an output shaft 42, a belt transmission mechanism 43, and a forward / reverse switching mechanism 44.

  The input shaft 41 is connected to the turbine runner 32 of the torque converter 3 and is provided so as to be integrally rotatable about the same rotation axis as the turbine runner 32.

  The output shaft 42 is arranged in parallel with the input shaft 41. An output gear 45 is supported on the output shaft 42 so as not to be relatively rotatable.

  The belt transmission mechanism 43 includes a primary shaft 51 and a secondary shaft 52. The primary shaft 51 and the secondary shaft 52 are disposed on the same axis as the input shaft 41 and the output shaft 42, respectively.

  The belt transmission mechanism 43 has a configuration in which an endless belt 55 is wound around a primary pulley 53 supported by a primary shaft 51 and a secondary pulley 54 supported by a secondary shaft 52.

  The primary pulley 53 is disposed so as to face the fixed sheave 61 fixed to the primary shaft 51 with the belt 55 sandwiched between the fixed sheave 61 and is supported by the primary shaft 51 so as to be movable in the axial direction but not to be relatively rotatable. 62. A piston 63 fixed to the primary shaft 51 is provided on the opposite side of the movable sheave 62 from the fixed sheave 61, and a piston chamber (oil chamber) 64 is formed between the movable sheave 62 and the piston 63. Yes.

  The secondary pulley 54 is disposed to face the fixed sheave 65 fixed to the secondary shaft 52 with the belt 55 sandwiched between the fixed sheave 65 and is supported by the secondary shaft 52 so as to be movable in the axial direction but not to be relatively rotatable. A movable sheave 66 is provided. A piston 67 fixed to the secondary shaft 52 is provided on the opposite side of the movable sheave 66 from the fixed sheave 65, and a piston chamber 68 is formed between the movable sheave 66 and the piston 67.

  Although not shown, a bias spring for applying an initial clamping pressure (initial thrust) to the belt 55 is interposed between the movable sheave 66 and the piston 67. Due to the elastic force of the bias spring, the movable sheave 66 and the piston 67 are urged in a direction away from each other.

  The forward / reverse switching mechanism 44 is interposed between the input shaft 41 and the primary shaft 51 of the belt transmission mechanism 43. The forward / reverse switching mechanism 44 includes a planetary gear mechanism 71, a reverse clutch C1, and a forward brake B1.

  The planetary gear mechanism 71 includes a carrier 72, a sun gear 73, and a ring gear 74.

  The carrier 72 is fitted on the input shaft 41 so as to be relatively rotatable. The carrier 72 rotatably supports a plurality of pinion gears 75. The plurality of pinion gears 75 are arranged on the circumference.

  The sun gear 73 is supported by the input shaft 41 so as not to be relatively rotatable, and is disposed in a space surrounded by the plurality of pinion gears 75. The gear teeth of the sun gear 73 mesh with the gear teeth of each pinion gear 75.

  The ring gear 74 is provided such that its rotational axis coincides with the axis of the primary shaft 51. A primary shaft 51 of the belt transmission mechanism 43 is connected to the ring gear 74. The gear teeth of the ring gear 74 are formed so as to collectively surround the plurality of pinion gears 75 and mesh with the gear teeth of each pinion gear 75.

  The reverse clutch C1 is switched between an engaged state (on) in which the carrier 72 and the sun gear 73 are directly coupled (coupled so as to be integrally rotatable) and a released state (off) in which the direct coupling is released by hydraulic pressure.

  The forward brake B <b> 1 is provided between the carrier 72 and a transmission case that houses the torque converter 3 and the continuously variable transmission 4, and engages (turns on) to brake the carrier 72 by hydraulic pressure, and rotates the carrier 72. It is switched to an allowable release state (off).

  When the vehicle 1 moves forward, the reverse clutch C1 is released and the forward brake B1 is engaged. When the power of the engine 2 is input to the input shaft 41, the sun gear 73 rotates integrally with the input shaft 41 while the carrier 72 is stationary. Therefore, the rotation of the sun gear 73 is transmitted to the ring gear 74 while being reversed and decelerated. As a result, the ring gear 74 rotates, and the primary shaft 51 and the primary pulley 53 of the belt transmission mechanism 43 rotate together with the ring gear 74. The rotation of the primary pulley 53 is transmitted to the secondary pulley 54 via the belt 55 to rotate the secondary pulley 54 and the secondary shaft 52. Then, the output shaft 42 and the output gear 45 rotate integrally with the secondary shaft 52. The output gear 45 meshes with the differential gear 6 (the input gear of the differential gear 6). When the output gear 45 rotates, the drive shafts 7 and 8 extending left and right from the differential gear 6 rotate and drive wheels (not shown) rotate, so that the vehicle 1 moves forward.

  On the other hand, when the vehicle 1 moves backward, the reverse clutch C1 is engaged and the forward brake B1 is released. When the power of the engine 2 is input to the input shaft 41, the carrier 72 and the sun gear 73 rotate integrally with the input shaft 41. Therefore, the rotation of the sun gear 73 is transmitted to the ring gear 74 without reversing the rotation direction. As a result, the ring gear 74 rotates in the direction opposite to that when the vehicle 1 moves forward, and the primary shaft 51 and the primary pulley 53 of the belt transmission mechanism 43 rotate together with the ring gear 74. The rotation of the primary pulley 53 is transmitted to the secondary pulley 54 via the belt 55 to rotate the secondary pulley 54 and the secondary shaft 52. Then, the output shaft 42 and the output gear 45 rotate integrally with the secondary shaft 52. When the output gear 45 rotates, the drive shafts 7 and 8 extending from the differential gear 6 to the left and right rotate in the opposite direction to the forward movement, and the drive wheels (not shown) rotate, whereby the vehicle 1 moves backward.

<Control during lock-up engagement>
FIG. 3 is a flowchart showing a flow of control during lock-up engagement. FIG. 4 is a diagram showing an example of changes over time in the accelerator opening, the lock-up state (engagement / release), the engine speed, the primary speed, the secondary speed, and the vehicle speed.

  As shown in FIG. 4, when the accelerator opening is increased by the operation of the accelerator pedal (time T1) and the vehicle speed is increased, the hydraulic pressure supplied to the lockup mechanism 33 is controlled by the ECU 11, and the lockup mechanism 33 is controlled. Are locked up (time T2).

  In the lock-up engagement state, the ECU 11 executes the lock-up engagement control shown in FIG.

  In the lockup engagement control, the ECU 11 first determines whether engine vibration has occurred (step S1). As shown in FIG. 4, if the accelerator opening becomes small during traveling in the lock-up engagement state at the low vehicle speed range and the low engine speed range, the engine vibration occurs due to the lock-up engagement state, and the occupant There may be vehicle vibrations that cause discomfort.

The determination of whether or not engine vibration has occurred is specifically a determination of whether or not a condition that is considered to have caused the engine vibration has been satisfied. For this determination, ECU 11 obtains the primary speed, to obtain the full amplitude (peak to peak) RP P- P of the primary speed variation. Further, ECU 11 obtains the secondary rotational speed, to obtain the total amplitude _{RS P-P} of the secondary rotational speed fluctuation. Furthermore, the period (engine vibration period) T of fluctuations in the primary rotational speed and the secondary rotational speed is acquired. The total amplitude _{RP P-P} of the primary rotation speed is the predetermined value RP ₁ or more, the total amplitude _{RS P-P} of the secondary speed is a predetermined value RS ₁ above, the period T is equal to or higher than a predetermined value _{T L} and states included within the scope of the following predetermined value T _H is determined whether a condition that has continued for a predetermined time is satisfied.

  When this condition is not satisfied, that is, when engine vibration is not generated (NO in step S1), the ECU 11 sets a target rotational speed corresponding to the accelerator opening and the vehicle speed based on the shift map. . Then, the target rotational speed is set as it is as the final target rotational speed used for the shift control (step S2).

  For setting the target rotational speed, a shift diagram that defines the relationship between the accelerator opening and the vehicle speed and the target rotational speed is used. The shift diagram is stored in the form of a map in the nonvolatile memory of the ECU 11. The ECU 11 sets a target rotational speed corresponding to the accelerator opening and the vehicle speed based on the shift map.

  Thereafter, the ECU 11 performs shift control using the final target rotational speed (step S3). In the shift control, the gear ratio of the continuously variable transmission 4 is changed so that the rotation speed input to the input shaft 41 matches the final target rotation speed.

On the other hand, when the condition considered that the engine vibration has occurred is satisfied (YES in step S1), the ECU 11 sets a target rotational speed correction value (step S4). For example, the nonvolatile memory of the ECU 11 stores a correction map that defines a target rotational speed correction value corresponding to the total amplitude RPP _-P of the primary rotational speed and the period T, and the target rotational speed correction value is It is set by reading out the target rotational speed correction value corresponding to the total amplitude RS _PP and the period T from the correction map.

An example of the correction map is shown in FIG. In the correction map shown in FIG. 5, the target rotational speed correction value is determined in the range where the total amplitude RPP _-P is 50 rpm or more and the period T is in the range of 32 to 96 ms. The target rotational speed correction value is preferably set to a larger value as the total amplitude RPP _-P is larger, and the target rotational speed correction value is preferably set to a larger value as the period T is larger.

The correction map that defines the target rotational speed correction value corresponding to the full amplitude RS _P-P and the period T of the secondary rotational speed is stored in the nonvolatile memory of the ECU 11, the target rotation speed correction value, the total amplitude of the correction map It may be set by reading a target rotation speed correction value corresponding to RS _P-P and period T. In this correction map, a target rotational speed correction value that is not 0 is associated with a period T of about 200 ms, and accordingly, a period T of about 200 ms is also included in the region where the target rotational speed is corrected.

  When the target rotational speed correction value is set, the ECU 11 sets the target rotational speed according to the accelerator opening and the vehicle speed based on the shift diagram. Then, by adding the target rotational speed correction value to the target rotational speed, the target rotational speed is corrected with the target rotational speed correction value. Then, the corrected target rotational speed, that is, the added value of the target rotational speed and the target rotational speed correction value is set as the final target rotational speed used for the shift control (step S5).

  Thereafter, the ECU 11 performs shift control using the final target rotational speed (step S6, time T3). In the shift control, the gear ratio of the continuously variable transmission 4 is changed so that the rotation speed input to the input shaft 41 matches the final target rotation speed. Since the final target rotational speed set by adding the target rotational speed correction value to the target rotational speed is a value obtained by increasing and correcting the target rotational speed by the target rotational speed correction value, shift control using the final target rotational speed is performed. Then, the gear ratio of the continuously variable transmission 4 is shifted to the low gear side. As a result, generation of engine vibration can be suppressed or engine vibration can be eliminated, and generation of vehicle body vibration can be suppressed. Therefore, the shift control using the final target rotational speed set by adding the target rotational speed correction value to the target rotational speed is vibration reduction control that reduces engine vibration and vehicle body vibration.

  This vibration reduction control is continued until the release condition is satisfied (NO in step S7). The release condition is, for example, a condition that the state where the accelerator opening is equal to or greater than a predetermined opening and the vehicle speed is equal to or greater than the predetermined vehicle speed continues for a certain period of time.

  If the release condition is satisfied (YES in step S7), gear shift control is performed using the target rotational speed as it is as the final target rotational speed until the next occurrence of engine vibration.

<Effect>
As described above, when engine vibration occurs and vehicle body vibration occurs or is likely to occur, the target rotation speed correction value corresponding to the total amplitude RPP _-P of the primary rotation speed and the period T is set. The target rotational speed correction value is set and added to the target rotational speed set based on the shift diagram. As a result, the target rotational speed is corrected to increase, so that the gear ratio of the continuously variable transmission is shifted to the low gear side by performing shift control (vibration reduction control) using the target rotational speed after the increase correction. . As a result, generation of engine vibration can be suppressed or engine vibration can be eliminated, and generation of vehicle body vibration can be suppressed.

  The vibration reduction control is continued until the release condition that the state where the accelerator opening is equal to or larger than the predetermined opening and the vehicle speed is equal to or higher than the predetermined vehicle speed continues for a predetermined time or longer is satisfied. As a result, the vibration reduction control can be ended after the concern about the occurrence of the engine vibration is eliminated, and the occurrence of the engine vibration and the vehicle body vibration again immediately after the end of the vibration reduction control can be suppressed.

<Modification>
As mentioned above, although one Embodiment of this invention was described, this invention can also be implemented with another form.

For example, in the above-described embodiment, the total amplitude RP _P-P of the primary rotational speed is equal to or greater than the predetermined value RP ₁ , the total amplitude RS _{P-P of} the secondary rotational speed is equal to or greater than the predetermined value RS ₁ , and the period T is If the condition to be included within the scope of the following predetermined value T _L or more and a predetermined value T _H is condition that continues for a predetermined time is met, it is set to the target rotation speed correction value, the target speed target speed correction It was supposed to be corrected by the value. However, not limited thereto, the full amplitude RP _P-P of the primary rotation speed is a predetermined value RP ₁ or more, the state in which the period T is included within the scope of the following predetermined value T _L or more and a predetermined value T _H constant When the condition that the time has continued is satisfied, a target rotational speed correction value may be set, and the target rotational speed may be corrected with the target rotational speed correction value. Moreover, the condition that the total amplitude RS _P-P of the secondary speed is a predetermined value RS ₁ above, the period T is a state to be included within the scope of the following predetermined value T _L or more and a predetermined value T _H has continued a predetermined time Is satisfied, a target rotational speed correction value may be set, and the target rotational speed may be corrected with the target rotational speed correction value.

Predetermined value RP _1, a predetermined value RS _1, etc. prescribed value _{T L} and the predetermined value _{T H,} may be set to respective appropriate values.

  In addition, various design changes can be made to the above-described configuration within the scope of the matters described in the claims.

1: Vehicle 2: Engine 3: Torque converter 4: Continuously variable transmission 11: ECU (shift control means, target rotational speed setting means, rotational speed acquisition means, target rotational speed correction means, control device)
33: Lock-up mechanism

Claims (1)

A vehicle control device in which engine power is input to a belt-type continuously variable transmission via a torque converter with a lock-up mechanism,
Shift control means for controlling the transmission ratio of the continuously variable transmission so that the rotational speed input to the continuously variable transmission matches a target rotational speed;
Target rotational speed setting means for setting the target rotational speed;
A rotational speed acquisition means for acquiring the rotational speed of at least one of a primary pulley and a secondary pulley of the continuously variable transmission;
In a lockup engagement state of the lockup mechanism, a state where the amplitude of the fluctuation of the rotational speed acquired by the rotational speed acquisition means is a predetermined value or more and the period of the fluctuation is included in the predetermined range is predetermined. Vehicular control apparatus, comprising: target rotation speed correction means for correcting the target rotation speed by adding a target rotation speed correction value derived based on the amplitude and the period to the target rotation speed when continuing for a period of time .

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