JP4568960B2 - Control device for vehicle with clutch mechanism - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a control device for a vehicle with a clutch mechanism that connects and disconnects an engine and a transmission.
[0002]
[Prior art]
For example, as seen in JP-A-8-290730, in a vehicle with a clutch mechanism that connects and disconnects an engine and a transmission, the clutch mechanism is operated during vehicle deceleration to directly connect the engine and the transmission. Thus, since the rotation on the drive wheel side is directly transmitted to the engine, the engine speed is increased and the fuel cut region is expanded. Thus, it has been proposed to improve fuel efficiency by operating the clutch mechanism during vehicle deceleration.
[0003]
In particular, in a vehicle equipped with a continuously variable transmission (CVT) capable of continuously changing the gear ratio, the gear ratio can be switched smoothly, so that the clutch mechanism is operated during vehicle deceleration. Further, the fuel cut can be continued for a longer period.
[0004]
[Problems to be solved by the invention]
On the other hand, when the vehicle speed decreases due to deceleration, it is necessary to set the gear ratio to the low side in order to ensure the power performance at the time of reacceleration, and if the clutch mechanism is operated to a lower vehicle speed than a certain level, Deceleration acceleration due to engine braking increases and gives the driver a sense of incongruity. In particular, when a compressor for an air conditioner (air conditioner) mounted on a vehicle is in operation and the load is applied to the engine output shaft, such deceleration acceleration is further increased. When the operation of the compressor is started when the vehicle is decelerated to a low vehicle speed, the load applied at the time of engine output increases at a time, resulting in a rapid increase in deceleration acceleration.
[0005]
Therefore, in order to avoid a sense of incongruity due to an increase in deceleration acceleration, the vehicle speed for releasing the operation of the clutch mechanism must be set to a relatively high speed side so as to be suitable even when the compressor is operating. Met. As a result, the region where the fuel cut is sustainable by operating the clutch mechanism, that is, the expansion of the fuel cut region, is naturally limited, and sufficient fuel consumption improvement has not been achieved.
[0006]
The present invention has been made in view of such circumstances, and an object of the present invention is to control a vehicle with a clutch mechanism capable of avoiding a sense of incongruity associated with an increase in deceleration acceleration while suitably suppressing deterioration in fuel consumption. To provide an apparatus.
[0007]
[Means for Solving the Problems]
  In the following, means for achieving the above object and its effects are described.
  The invention according to claim 1 is applied to a vehicle including a clutch mechanism that connects and disconnects an engine and a transmission, operates the clutch mechanism during vehicle deceleration, and causes the clutch mechanism to move when the vehicle speed falls below a predetermined speed. In the control device for a vehicle with a clutch mechanism for releasing the operation, an air conditioner load determining means for determining whether or not an air conditioner compressor mounted on the vehicle is operated, and the air conditioner load determining means determines that the compressor is operating. Release speed increasing means for increasing the predetermined speed when it is performed;An air conditioner operating rate increasing means for increasing the operating rate of the air conditioner compressor when the vehicle is decelerating, and the air conditioner operating rate increasing means is configured such that the air conditioner compressor operates at a vehicle speed. It is configured to increase the operating rate of the compressor on condition that it is equal to or higher than a predetermined set speed set on the higher speed side than the predetermined speed when the determination is made.It is what I did.
[0008]
  In this configuration, when the air conditioner compressor is in operation, the predetermined speed for releasing the operation of the clutch mechanism during vehicle deceleration is increased. That is, when the compressor is in operation, the operation of the clutch mechanism is released at a higher vehicle speed than when it is not. As a result, the operation of the clutch mechanism can be maintained up to the allowable deceleration acceleration that can avoid the occurrence of the uncomfortable feeling, regardless of the load on the engine output shaft due to the operation of the compressor, that is, the presence or absence of the air conditioner load. Therefore, according to the above configuration, it is possible to avoid a sense of incongruity associated with an increase in deceleration acceleration while suitably suppressing deterioration in fuel consumption.
Further, in this configuration, during vehicle deceleration, the air conditioner compressor is operated in a high vehicle speed range that is equal to or higher than a predetermined set speed set higher than a predetermined speed at which the operation of the clutch mechanism is released when the compressor is operating. The rate will be increased. At this time, the compressor for the air conditioner is operated without using the engine power by the rotation from the driving wheel side, so that the operating rate is increased as described above, and cold storage is performed without fuel consumption. be able to. Thereby, the operation frequency of the compressor for an air conditioner in a low vehicle speed range can be reduced, and the chance that the clutch mechanism is released on the higher speed side with the operation of the compressor can be reduced. Therefore, according to the above-described configuration, it is possible to avoid a sense of incongruity associated with an increase in deceleration acceleration while more appropriately suppressing deterioration of fuel consumption.
[0009]
According to a second aspect of the present invention, the control device for a vehicle with a clutch mechanism according to the first aspect further comprises an electric load determining means for determining whether an electric load is applied, and the release speed increasing means is further provided. The predetermined speed is also increased when the electric load determining means determines that an electric load is applied.
[0010]
For example, when the power consumption increases due to the operation of a defogger, headlight, radiator cooling fan, etc., the output current of the generator driven by the engine output shaft increases, the load on the engine output shaft that is driven by the generator, That is, the electric load increases. For this reason, when an electrical load is applied, the deceleration acceleration during operation of the clutch mechanism during vehicle deceleration increases compared to when it is not. In this regard, in the above configuration, when it is determined that an electrical load is applied, the predetermined speed for releasing the operation of the clutch mechanism during vehicle deceleration is increased. That is, when the electric load is applied, the operation of the clutch mechanism is released at a higher vehicle speed than when it is not. As a result, the operation of the clutch mechanism can be maintained up to the permissible deceleration acceleration that can avoid the occurrence of the uncomfortable feeling regardless of the presence or absence of the electric load. Therefore, according to the above configuration, it is possible to avoid a sense of incongruity associated with an increase in deceleration acceleration while appropriately suppressing deterioration in fuel consumption more appropriately.
[0013]
DETAILED DESCRIPTION OF THE INVENTION
(First embodiment)
Hereinafter, a first embodiment of a vehicle control device with a clutch mechanism according to the present invention will be described in detail with reference to FIGS. 1 and 2.
[0014]
As shown in FIG. 1, the power transmission system of the vehicle C to which the present embodiment is applied is roughly as follows. 5 and various auxiliary machines 6 and 7.
[0015]
An output shaft (crankshaft) of the engine 1 is connected to the CVT 4 via the torque converter 3. The torque converter 3 is a kind of fluid joint, and transmits rotation between the engine 1 and the CVT 4 through oil in the inside thereof. The torque converter 3 is provided with the lock-up clutch mechanism 2 as described above, and the engine 1 that mechanically connects the output shaft of the engine 1 to the CVT 4 in accordance with the operation thereof and does not mediate the oil. And CVT4 can be transmitted directly.
[0016]
Here, a so-called belt-type continuously variable transmission is employed as the CVT 4. The belt-type CVT 4 includes an input pulley and an output pulley that can change the groove width, and a belt wound around the input pulley and the output pulley. By changing the groove widths of the pulleys in conjunction with each other and adjusting the belt winding radius, the gear ratio between the input side and the output side, that is, between the engine 1 side and the drive wheel 5 side of the CVT 4 is adjusted. The gear ratio between them can be changed steplessly.
[0017]
On the other hand, in addition to the torque converter 3, the output shaft of the engine 1 is connected to various auxiliary machines such as an air conditioner compressor 6 and a generator (alternator) 7 through a belt. Here, the air conditioner compressor 6 is connected to and disconnected from the engine 1 by an electromagnetic clutch 8 so that its operation / non-operation can be switched.
[0018]
In the vehicle C as described above, various controls are electrically performed. As shown in FIG. 1 together with the electrical configuration, various electronic control units (ECUs) 9 to 9 mainly configured with a microcomputer are used. 12 and various sensors 13-16. The vehicle C includes an engine ECU 9, a CVT ECU 10, an air conditioner ECU 11, and a generator ECU 12 as the ECU. These ECUs 9 to 12 are connected to each other through an in-vehicle LAN line, and are configured to transmit and receive information to and from each other. Each of the ECUs 9 to 12 distributes various controls based on information from the various sensors 13 to 16 and other ECUs.
[0019]
In addition, the vehicle C includes, as the various sensors, an NE sensor for detecting the rotational speed of the engine 1, an air flow meter for detecting the intake air amount, an accelerator sensor 13 for detecting the depression amount of the accelerator pedal, and the traveling speed of the vehicle C. A vehicle speed sensor 14 for detecting (vehicle speed) is provided.
[0020]
The engine ECU 9 is responsible for various controls mainly related to operation control of the engine 1, such as fuel injection control. As part of the control, control is performed for fuel cut during vehicle deceleration. The CVT ECU 10 controls the gear ratio of the CVT 4 and the operation of the lock-up clutch mechanism 2 through hydraulic control by the hydraulic control circuit 17.
[0021]
On the other hand, the air conditioner ECU 11 controls the operation of the air conditioner compressor 6 by connecting and disconnecting the electromagnetic clutch 8. Here, the air conditioner ECU 11 is based on the detection result of the temperature sensor 15 that detects the rear temperature of the evaporator that performs heat exchange between the refrigerant cooled by the air conditioner compressor 6 and air, in addition to the operation switch in the passenger compartment. The compressor 6 is switched between operation and non-operation.
[0022]
Further, the generator ECU 12 controls the output current (power generation amount) of the generator 7 in accordance with the operating states of various electric devices provided in the vehicle C. Specifically, the generator ECU 12 is an electric device that increases the power consumption of the vehicle C, such as a defogger (heating wire for defrosting a car window), a headlight, or a radiator cooling fan motor (blower). The output current is controlled based on information from the electrical load switch 16 that is turned on in response to the operation. The generator ECU 12 increases the output current of the generator 7 in accordance with the operation of such an electric device.
[0023]
When the air conditioner compressor 6 is in operation, a corresponding load (air conditioner load) is applied to the output shaft of the engine 1. Further, when the output current of the generator 7 is increased, the driving torque of the generator 7 is increased, and the corresponding load (electric load) is applied to the output shaft of the engine 1. In the present embodiment, the control during vehicle deceleration is performed in consideration of the influence of such an air conditioner load and an electric load. Such control during vehicle deceleration in the present embodiment will be described below.
[0024]
When the accelerator pedal is turned off (the amount of depression is “0”) and the vehicle C is decelerated when the vehicle speed is in a certain high speed range, the engine ECU 9 stops fuel injection to the engine 1. Start fuel cut. When the lock-up clutch mechanism 2 is operated at the time of fuel cut during deceleration of the vehicle and the engine 1 and the CVT 4 are directly connected to each other, a decrease in the rotation of the engine 1 during the fuel cut is suppressed. While ensuring restartability of the engine 1 when restarted, the fuel cut can be continued up to a low vehicle speed. Therefore, the CVT ECU 10 operates the lockup clutch mechanism 2 at the start of the fuel cut.
[0025]
After that, when the accelerator pedal is kept off and the vehicle speed decreases, the CVT ECU 10 decreases the gear ratio as the vehicle speed becomes lower in order to ensure the power performance at the time of reacceleration. The gear ratio control of the CVT 4 is performed according to the vehicle speed.
[0026]
However, when the rotational speed of the engine 1 decreases until it becomes difficult to restart, it is necessary to restart the fuel injection of the engine 1 immediately. Therefore, the engine ECU 9 resumes the fuel injection and returns from the fuel cut when the engine rotation speed falls below a predetermined rotation speed (fuel cut return rotation speed). At this time, if the lock-up clutch mechanism 2 is in operation, the CVT ECU 10 cancels the operation along with the return from the fuel cut.
[0027]
On the other hand, as the vehicle speed becomes lower as described above, the transmission ratio of the CVT 4 is set to the lower side. Therefore, when the vehicle is decelerated to a lower vehicle speed than a certain level, the torque required for the rotation of the output shaft of the engine 1 increases and the engine brake becomes effective. It will increase. As a result, the deceleration acceleration increases, which may give the driver a feeling of strangeness. Therefore, the CVT ECU 10 cancels the operation of the lock-up clutch mechanism 2 when the vehicle speed falls below a predetermined speed (lock-up release vehicle speed), and preferably avoids the uncomfortable feeling due to the increase in the deceleration acceleration. ing.
[0028]
By the way, when the air conditioner load or electric load is applied to the output shaft of the engine 1 due to the operation of the air conditioner compressor 6 or the generator 7, the deceleration acceleration in the low vehicle speed range further increases. Therefore, in order to avoid a sense of incongruity due to an increase in deceleration acceleration, it is necessary to release the operation of the lockup clutch mechanism 2 at a higher vehicle speed when the air conditioner load or the electric load is applied than when the load is not. . Therefore, in the present embodiment, the lockup release vehicle speed is changed according to the presence or absence of an air conditioner load or an electric load.
[0029]
FIG. 2 shows a processing routine related to the setting of the lockup release vehicle speed and the fuel cut return rotational speed in the present embodiment. The series of processing shown in FIG. 2 is performed as engine interruption processing when the accelerator pedal is turned off and the vehicle C is decelerating and the vehicle speed is in a low speed range (15 to 30 km / h in this case). It is periodically executed by the ECU 9 for use.
[0030]
When the processing shifts to this routine, first, at step 10, it is determined whether or not the lockup clutch mechanism 2 is operating at that time.
If the operation of the lockup clutch mechanism 2 is released (S10: N), the fuel cut return rotational speed is set in step 20. The fuel cut return rotation speed at this time is higher than the fuel cut return rotation speed (here, 800 rpm) when the lockup clutch mechanism 2 is operated by an amount that cannot suppress the rotation reduction of the engine 1 (here, 800 rpm). 1000 to 2000 rpm). In the present embodiment, the fuel cut return rotation speed at this time is set to a higher speed as the cooling water temperature is lower in accordance with the cooling water temperature of the engine 1. This is because combustion is unstable when the engine 1 is cold, and it is difficult to ensure restartability when the fuel cut is restored, and when the engine 1 is cold, the engine 1 is more likely to be lifted than fuel efficiency is improved by expanding the fuel cut region. This is due to the priority of temperature.
[0031]
On the other hand, if the lock-up clutch mechanism 2 is operated at that time (S10: Y), in the following step 30, it is determined whether or not the electromagnetic clutch 8 is then operated and the air conditioner compressor 6 is operating. Is done. If the air conditioner compressor 6 is in operation (S30: Y), in step 40, the lockup release vehicle speed and the fuel cut return rotational speed are set. The fuel cut return rotational speed at this time is set to a lower speed side (here, 800 rpm) than when the lockup clutch mechanism 2 is released as described above. And the lockup release vehicle speed at this time is set to the high speed side (here, 30 km / h) as compared to when the compressor 6 is not in operation.
[0032]
If the air conditioner compressor 6 is not in operation (S30: N), it is determined in the next step 50 whether or not an electric load is applied. That is, here, since the electrical load switch 16 is turned on / off, an electrical device such as a defogger, a headlight, or a blower that increases the power consumption of the vehicle C is operating, and the output current of the generator 7 is increased. It is determined whether or not.
[0033]
If it is determined that an electrical load is applied (S50: Y), in step 60, the lockup release vehicle speed and the fuel cut return rotational speed are set. The fuel cut return rotational speed at this time is set to the low speed side (800 rpm) as compared with the previous step 40 as compared to when the lockup clutch mechanism 2 is not operated. Further, the lockup release vehicle speed at this time is set to the high speed side (20 km / h in this case) as compared with the case where the electric load is not applied although it is not as much as when the air conditioner compressor 6 is operated. This is because such an electric load is smaller than the air conditioner load due to the operation of the air conditioner compressor 6 and has less influence on the increase in deceleration acceleration.
[0034]
If it is determined that no electrical load is applied (S50: N), that is, if it is determined that neither the air conditioner load nor the electrical load is applied, in step 70, the lockup release vehicle speed and the fuel cut return rotational speed are determined. Is set. The fuel cut return rotational speed at this time is set to a lower speed side (800 rpm) than when the lockup clutch mechanism 2 is not operated, as in Steps 40 and 60. The lockup release vehicle speed is set to a lower speed side (15 km / h in this case) than that when the electric load is applied.
[0035]
As described above, in this embodiment, when the electromagnetic clutch 8 is operated to operate the air conditioner compressor 6 and an air conditioner load is applied to the output shaft of the engine 1, the lockup release vehicle speed is increased. As a result, when the air conditioner compressor 6 is in operation, the operation of the lockup clutch mechanism 2 during vehicle deceleration is released on the high speed side as compared to when the vehicle is not operating, and there is a sense of discomfort due to the deceleration acceleration increased by the air conditioner load. Is to prevent the occurrence of.
[0036]
In the present embodiment, the operation of an electric device (defogger, headlight, blower, etc.) that consumes a large amount of power that causes an increase in the output current of the generator 7 is detected by the electric load switch 16, and the engine is activated by the operation of the electric device. Even when an electric load is applied to the output shaft 1, the lockup release vehicle speed is increased. As a result, even when an electrical load is applied, the operation of the lockup clutch mechanism 2 during vehicle deceleration is released at a higher speed than when the vehicle is not decelerated, and the deceleration acceleration increased by the electrical load. It is intended to prevent the occurrence of discomfort due to.
[0037]
When the air conditioner load or electric load is not applied to the output shaft of the engine 1, the lockup release vehicle speed is set to a lower speed so that the operation of the lockup clutch mechanism 2 during the vehicle deceleration is maintained up to the low vehicle speed. Become. Therefore, in this embodiment, the operation of the lockup clutch mechanism 2 is maintained up to an allowable deceleration acceleration that does not cause a sense of incongruity due to an increase in deceleration acceleration, regardless of the presence or absence of an air conditioner load or an electric load. The cut area is suitably secured to avoid deterioration of fuel consumption.
[0038]
According to the control device for a vehicle with a clutch mechanism of the present embodiment described above, the following effects can be obtained.
(1) In this embodiment, in the vehicle C with the lock-up clutch mechanism 2 that connects and disconnects the engine 1 and the CVT 4, the CVT ECU 10 operates the lock-up clutch mechanism 2 during vehicle deceleration and the vehicle speed is locked up. The lockup clutch mechanism 2 is released when the vehicle speed is lower than the release vehicle speed. The engine ECU 9 determines whether or not the air conditioner compressor 6 mounted on the vehicle C is in operation, and increases the lockup release vehicle speed when it is determined that the compressor 6 is operating. . As a result, the lock-up clutch mechanism 2 can be operated up to an allowable deceleration acceleration capable of avoiding a sense of incongruity due to an increase in the deceleration acceleration regardless of the load on the output shaft of the engine 1 due to the operation of the air conditioner compressor 6, that is, the presence or absence of the air conditioner load. The operation can be maintained. Accordingly, it is possible to avoid a sense of incongruity associated with an increase in deceleration acceleration while suitably suppressing deterioration in fuel consumption.
[0039]
(2) Further, in the present embodiment, the engine ECU 9 determines whether or not an electric load is applied to the output shaft of the engine 1, and when it is determined that the electric load is applied, the engine ECU 9 sets the lockup release vehicle speed. I try to raise it. As a result, the operation of the lockup clutch mechanism 2 can be maintained up to an allowable deceleration that can avoid the occurrence of a sense of incongruity regardless of the presence or absence of an electric load. Therefore, it is possible to avoid the uncomfortable feeling accompanying the increase in the deceleration acceleration while appropriately suppressing the deterioration of the fuel consumption more appropriately.
[0040]
(3) In the present embodiment, the control related to the setting of the lockup release vehicle speed during vehicle deceleration is applied to the vehicle C including the continuously variable transmission (CVT) 4 capable of continuously changing the gear ratio. I have to. In the vehicle C provided with such a CVT 4, it is possible to shift smoothly and the operation of the lockup clutch mechanism 2 during vehicle deceleration can be continued for a longer period of time, so that the application of the above control becomes more effective.
[0041]
(Second Embodiment)
Next, a second embodiment that embodies the present invention will be described focusing on differences from the first embodiment.
[0042]
As described above, if the lockup release vehicle speed is increased when the air conditioner compressor 6 is operating, it is possible to prevent a sense of incongruity due to an increase in deceleration acceleration, but the fuel cut period at that time is shortened compared to when it is not operating. For this reason, if the frequency with which the air conditioner compressor 6 is operated when the vehicle C is decelerated to a low speed range is high, fuel efficiency cannot be improved sufficiently.
[0043]
On the other hand, if the lockup clutch mechanism 2 is operated during vehicle deceleration, the output shaft of the engine 1 is rotated by rotation from the drive wheel 5 side as described above. At this time, the air conditioner compressor 6 that is drivingly connected to the output shaft of the engine 1 can also be operated simultaneously by rotation from the drive wheel 5 side. That is, when the lock-up clutch mechanism 2 is operating during vehicle deceleration, the air conditioner compressor 6 can be operated without fuel consumption regardless of the power of the engine 1. In this embodiment, this advantage is utilized for control during vehicle deceleration, thereby further improving fuel efficiency.
[0044]
In this embodiment, the lockup release vehicle speed is set as in the first embodiment. That is, also in the present embodiment, the lockup release vehicle speed is increased when the lockup clutch mechanism 2 during deceleration of the vehicle is in operation and the air conditioner compressor 6 is operating or an electrical load is applied. . When the air conditioner compressor 6 is in operation, the lockup release vehicle speed is increased from 15 km / h when it is not, to 30 km / h.
[0045]
In addition, in this embodiment, the operation rate of the air conditioner compressor 6 is controlled during vehicle deceleration. FIG. 3 shows a processing routine relating to the operation rate control of the air conditioner compressor 6. The series of processes shown in FIG. 3 is performed as a scheduled interruption process when the accelerator pedal is turned off and the vehicle C is decelerating and the lock-up clutch mechanism 2 is operated to cut fuel. It is periodically executed by the ECU 9 for use.
[0046]
When the process proceeds to this routine, the engine ECU 9 first determines in step 100 whether or not the air conditioner is in use at that time. If the air conditioner is not in use (N), the routine is exited once.
[0047]
On the other hand, if the air conditioner is in use (Y), in the following step 110, it is determined whether or not the vehicle speed at that time is 35 km / h or more. If the vehicle speed is less than 35 km / h (N), in step 120, the operating rate of the air conditioner compressor 6 is set to a normal operating rate. If the vehicle speed is 35 km / h or higher (Y), in step 130, the operation rate is set to increase.
[0048]
The vehicle speed (35 km / h) used as the determination threshold here is higher than the lockup release vehicle speed (30 km / h) when the air conditioner compressor 6 is in operation. In other words, here, the operating rate of the air conditioner compressor 6 is set under the condition that the vehicle speed is not less than a predetermined speed set higher than the lockup release speed when the air conditioner compressor 6 is operating. Is trying to increase.
[0049]
The operation rate control here is performed in detail as follows. As described above, the air conditioner ECU 11 controls the operation of the compressor 6 by turning on and off the electromagnetic clutch 8. This operation control is performed based on the detection result (determination temperature) of the temperature sensor 15 that detects the rear temperature of the evaporator that performs heat exchange between the refrigerant cooled by the air conditioner compressor 6 and the air. In other words, the air conditioner ECU 11 operates the compressor 6 when the upper limit of the set temperature range is exceeded and keeps the determination temperature within a preset temperature range, and when the temperature falls below the lower limit of the set temperature range. The electromagnetic clutch 8 is controlled so as to stop the operation of the compressor 6.
[0050]
And here, the set temperature range is set to a range of 3 to 4 ° C. when the operating rate is normally set (S 130), and when it is set to be increased, a range of 0 to 1 ° C. on the lower temperature side than that is set. (S120). Therefore, when the operation rate is switched from the normal setting to the increase setting, the operation of the air conditioner compressor 6 is continued until the judgment temperature controlled to be kept in the range of 3 to 4 ° C. is cooled to 0 ° C. As a result, the operating rate of the compressor 6 is increased. On the other hand, when the increase setting is switched to the normal setting, the operation of the air conditioner compressor 6 is stopped until the judgment temperature that has been controlled to be kept in the range of 0 to 1 ° C. rises to 4 ° C. Will be able to.
[0051]
In the present embodiment to which such operation rate control is applied, the control is performed in a manner as shown in FIG. 4, for example. That is, when the accelerator pedal is turned off at time T1 and the vehicle C starts decelerating as shown in the graph (a), the lock-up is performed as shown in the graph (b). The clutch mechanism 2 is actuated (lock-up / on), and at the same time, fuel cut is started (on) as shown in FIG.
[0052]
At this time, the operating rate of the air conditioner compressor 6 is increased, and as shown in FIG. 4D, the determination temperature that has been controlled to be maintained in the range of 3 to 4 ° C. is reduced to 0 ° C. In the meantime, the operation (on) of the air conditioner compressor 6 is continued as shown in FIG. 5E, and thereafter the air conditioner compressor 6 is operated so as to keep the judgment temperature in the range of 0 to 1 ° C. Control is performed.
[0053]
When the vehicle speed is reduced to 35 km / h at time T2, the operating rate of the air conditioner compressor 6 is returned to the normal setting. For this reason, the operation of the air conditioner compressor 6 is stopped (turned off) until the determination temperature controlled to be maintained in the range of 0 to 1 ° C. rises to 4 ° C. As a result, the vehicle C is further decelerated, and the compressor 6 is deactivated even at time T3 when the vehicle speed is lower than 30 km / h set as the lockup release vehicle speed when the air conditioner compressor 6 is in operation. The frequency of being increased. For this reason, the lockup release vehicle speed is increased in accordance with the operation of the compressor 6, and the frequency at which the operation of the lockup clutch mechanism 2 is released on the high speed side (30 km / h or less) can be reduced. . Therefore, it becomes possible to increase the chances that the fuel cut can be continued by operating the lock-up clutch mechanism 2 to a lower vehicle speed.
[0054]
Incidentally, in the example of FIG. 4, the operation stop of the compressor 6 is held until the time T4 when the vehicle speed is reduced to 15 km / h, which is the lockup release vehicle speed when the compressor 6 is not in operation. The lock-up clutch mechanism 2 is operated and fuel cut is continued until the time T4 (when no load is applied).
[0055]
According to the control device for a vehicle with a clutch mechanism of the present embodiment described above, the following effects can be obtained in addition to the above (1) to (3).
(4) In the present embodiment, during vehicle deceleration, the vehicle speed is equal to or higher than a predetermined set speed set on the higher speed side than the lockup release vehicle speed when it is determined that the air conditioner compressor 6 is operating. As a result, the operating rate of the compressor 6 is increased. Thereby, the operation frequency of the compressor for an air conditioner in a low vehicle speed range can be reduced, and the chance that the clutch mechanism is released on the higher speed side with the operation of the compressor can be reduced. Therefore, according to the above-described configuration, it is possible to avoid a sense of incongruity associated with an increase in deceleration acceleration while more appropriately suppressing deterioration of fuel consumption.
[0056]
The control device for a vehicle with a clutch mechanism of the present embodiment described above can be modified as follows.
In the second embodiment, the operating rate of the air conditioner compressor 6 is increased by changing the set temperature range to the low temperature side, but the details of the operating rate control may be arbitrarily changed.
[0057]
In the above embodiment, it is determined whether or not an electric load is applied from the on / off of the electric load switch 16, but how the determination is performed is arbitrary.
[0058]
In the above embodiment, when the air conditioner compressor 6 is operating and when an electric load is applied, the lockup release vehicle speed is increased compared to when it is not, but only when the compressor 6 is operating. Alternatively, the lockup release speed may be increased only when an electrical load is applied. Even in that case, the operation of the clutch mechanism can be maintained up to the allowable deceleration acceleration regardless of the presence or absence of the air conditioner load or the electric load. It is possible to avoid a sense of incongruity associated with an increase in deceleration acceleration.
[0059]
-Moreover, numerical values, such as a vehicle speed in the said embodiment, a rotational speed, and temperature, are only an example to the last, and may be changed into arbitrary values according to the characteristics of the vehicle etc. to be applied.
-Moreover, although the said embodiment demonstrated the vehicle C provided with the continuously variable transmission (CVT) 4 which can change a gear ratio continuously as a transmission, about the vehicle provided with arbitrary transmissions other than a continuously variable transmission. However, the present invention can be applied.
[0060]
In the above embodiment, the vehicle C including the lock-up clutch mechanism 2 provided in the torque converter 3 as the clutch mechanism has been described. However, the engine and the transmission are disconnected regardless of any clutch mechanism such as an electromagnetic clutch. The present invention can be applied to any vehicle having a clutch mechanism that can be contacted.
[0061]
Next, the technical ideas grasped from each embodiment described above are listed below.
(A) A clutch mechanism that is applied to a vehicle including a clutch mechanism that connects and disconnects an engine and a transmission, operates the clutch mechanism during vehicle deceleration, and releases the operation of the clutch mechanism when the vehicle speed falls below a predetermined speed. In an attached vehicle control device, an electric load determining means for determining whether or not an electric load is applied, and a release speed increasing means for increasing the predetermined speed when the electric load means determines that the electric load is applied And a control device for a vehicle with a clutch mechanism.
[0062]
(B) The electric load determining means determines whether or not an electric load is applied according to the operating degree of a generator drivingly connected to the engine output shaft. A control device for a vehicle with a clutch mechanism.
[0063]
(C) The electric load determining means determines that the electric load is applied when an output current of a generator connected to the engine output shaft is equal to or greater than a predetermined value. Vehicle control device with a clutch mechanism.
[0064]
(D) The clutch according to claim 2 or (a), wherein the electric load determining means determines that the electric load is applied when at least one or more predetermined electric devices having large power consumption are operated. Control device for vehicle with mechanism.
[0065]
(E) The vehicle further includes air conditioner operating rate increasing means for increasing the operating rate of the air conditioner compressor during deceleration of the vehicle, and the air conditioner operating rate increasing means has a vehicle speed of the air conditioner compressor. The above (a) is configured to increase the operating rate of the compressor on the condition that it is equal to or higher than a predetermined set speed set higher than the predetermined speed when it is determined that the engine is operating. A control device for a vehicle with a clutch mechanism according to (d).
[0066]
(F) The air conditioner operating rate increasing means increases the operating rate of the compressor by changing a set temperature for turning on and off the operation of the air conditioner compressor to a low temperature side. Vehicle control device with a clutch mechanism.
[0067]
(G) The control device for a vehicle with a clutch mechanism according to any one of claims 1 to 3, or (a) to (f) above, wherein the transmission is a continuously variable transmission capable of continuously changing a gear ratio.
[Brief description of the drawings]
FIG. 1 is a schematic diagram showing a power transmission system and an electrical configuration of a first embodiment embodying the present invention.
FIG. 2 is a flowchart showing a processing procedure for setting an operation release condition of the clutch mechanism in the first embodiment.
FIG. 3 is a flowchart showing a processing procedure for operating rate control of the air conditioner compressor in the second embodiment.
FIG. 4 is a schematic diagram showing an example of a control mode of the embodiment.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Lock-up clutch mechanism (clutch mechanism), 3 ... Torque converter, 4 ... Continuously variable transmission (CVT), 5 ... Drive wheel, 6 ... Air conditioner compressor, 7 ... Generator, 8 ... Electromagnetic clutch , 9 to 12: Electronic control device (air conditioner load determining means, release speed increasing means, electric load determining means, air conditioner operating rate increasing means), 13 ... accelerator sensor, 14 ... vehicle speed sensor, 15 ... temperature sensor, 16 ... electric load Switch, 17 ... hydraulic control circuit, C ... vehicle.

Claims (2)

The present invention is applied to a vehicle including a clutch mechanism that connects and disconnects an engine and a transmission, and operates the clutch mechanism during vehicle deceleration, and releases the operation of the clutch mechanism when the vehicle speed falls below a predetermined speed. In the control device,
An air conditioner load determining means for determining whether or not an air conditioner compressor mounted on the vehicle is operating;
A release speed increasing means for increasing the predetermined speed when the air conditioner load determining means determines that the compressor is operating;
An air conditioner operating rate increasing means for increasing the operating rate of the air conditioner compressor as compared to when the vehicle is not decelerated during deceleration,
The air conditioner operating rate increasing means is provided on the condition that the vehicle speed is equal to or higher than a predetermined set speed set higher than the predetermined speed when it is determined that the air conditioner compressor is operating. A control device for a vehicle with a clutch mechanism, characterized by being configured to increase an operating rate . In addition to further comprising an electrical load determination means for determining whether an electrical load is applied,
The control device for a vehicle with a clutch mechanism according to claim 1, wherein the release speed increasing means further increases the predetermined speed when the electric load determining means determines that an electric load is applied.

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