JP5458982B2 - Vehicle control device - Google Patents

Description

  The technology disclosed herein relates to vehicle control, and more particularly to control that can produce a pleasant acceleration feeling when the vehicle starts or accelerates through control of a power train including an engine and a transmission.

  Conventionally, by setting a target acceleration according to the amount of depression of the accelerator pedal and controlling the power train including the engine and transmission so that the actual vehicle acceleration becomes the target acceleration, the acceleration feeling during acceleration is achieved. There are known improvements.

  Here, for example, in Patent Document 1, the acceleration feeling of the vehicle has three points of “responsiveness of acceleration rising”, “magnitude of acceleration peak value”, and “sustainability of acceleration falling”, A powertrain control device including an engine whose output can be controlled independently with respect to an accelerator operation and an automatic transmission that is drivingly connected to the engine via a torque converter with a lock-up clutch from the viewpoint that comfort changes. Describes a technique for setting a target acceleration in a time series and controlling the throttle opening so as to follow the target acceleration in the time series.

JP 2009-264304 A

  By the way, mainly from the viewpoint of improving fuel efficiency, the lock-up clutch is operated from a low vehicle speed including when the vehicle is started (here, the lock-up clutch operation state includes the engaged state and the slip state, The non-engaged state may be referred to as a non-actuated state), and even in the technique described in Patent Document 1 as described above, the target acceleration is time-sequentially on the premise that the lock-up clutch is actuated. It is conceivable to set the engine output based on the time-series target acceleration while performing the operation control of the lockup clutch when starting and accelerating.

  On the other hand, for example, when it is cold, the viscosity of the hydraulic fluid of the clutch is high and the clutch cannot be released instantaneously, so it is impossible to operate the lockup clutch. When performed, the follow-up control based on the above-described time-series target acceleration is performed in a state where the engine and the automatic transmission are drivingly connected via a torque converter. However, in this case, due to slipping of the torque converter, when the follow-up control is performed by operating the lock-up clutch, the behavior of the vehicle (the behavior of the vehicle referred to here includes, for example, a change characteristic of acceleration, The engine speed change characteristic may be included). Such a behavior difference gives the driver a feeling of strangeness. In addition, when it is impossible to operate the lockup clutch, it is possible to include not only the cold time but also a failure of the lockup clutch, for example.

  The technology disclosed herein has been made in view of the above points, and the purpose of the technology is that when performing the follow-up control with respect to the target acceleration set in time series, the lock-up clutch is activated and the lock-up clutch is operated. This is to suppress or eliminate the difference in behavior of the vehicle from when the vehicle cannot be operated.

  The technology disclosed here presets a time-series target acceleration in the lockup clutch operating state as a reference, and controls the engine output so as to follow the reference acceleration when the lockup clutch cannot be operated. Thus, the difference in behavior between when the lock-up clutch is operated and when the lock-up clutch cannot be operated is suppressed or eliminated.

Specifically, a vehicle control device disclosed herein includes an engine capable of controlling engine output independently of an accelerator operation, and a power transmission mechanism via a fluid with a lock-up clutch, and the power transmission mechanism. An automatic transmission drive-coupled to the engine via the engine, target acceleration setting means for setting a target acceleration in time series at the time of accelerator depression operation at the time of start or acceleration, and in a state where the lock-up clutch is operated, Engine output control means for controlling the output of the engine so that actual acceleration follows the set time-series target acceleration, and shift control means for controlling the automatic transmission, the target acceleration setting means is the premise that operating the lock-up clutch from the start of acceleration to the acceleration end, and sets the target acceleration of the time series, before In a state in which to operate the lock-up clutch is set the reference acceleration time series representing the acceleration waveform to become the norm in advance, further the inoperative detecting means for detecting a state that does not allow operating the lock-up clutch provided, when the accelerator depression operation when actuation of the lock-up clutch is not possible, the target acceleration setting means, and sets the reference acceleration as the target acceleration, the engine output control means, the reference acceleration of the time series The shift control means controls the downshift of the automatic transmission at the start of acceleration .

  Here, the “automatic transmission” may include both a multi-stage transmission including a gear transmission mechanism and a continuously variable transmission including a belt transmission mechanism, for example. The “power transmission mechanism via fluid” may include a torque converter, a fluid coupling, and the like.

  According to the above-described configuration, the target acceleration is set in a time series when the accelerator is depressed at the time of starting or accelerating, and the output of the engine is controlled so as to follow the time series target acceleration in which the actual acceleration is set. Setting the target acceleration in time series can produce a desired acceleration waveform, which is advantageous in increasing the acceleration feeling of the vehicle.

  The set time-series target acceleration is set on the premise that the lock-up clutch is operated from the start of acceleration to the end of acceleration, and the engine's so as to follow the target acceleration with the lock-up clutch operated. The output is controlled. This greatly contributes to improvement in fuel consumption.

  On the other hand, at the time of accelerator depression operation when the lockup clutch cannot be operated, the lockup clutch is not operated, that is, in a state where the engine and the automatic transmission are drivingly connected via a power transmission mechanism having a slip, Follow-up control based on time-series target acceleration must be performed, and the target acceleration set at this time is a preset time-series reference acceleration in the operating state of the lockup clutch, and the reference By executing the tracking control based on the acceleration, even when the lockup clutch is inactive, the behavior of the vehicle can be the same as or almost the same as when the lockup clutch is operated. As a result, the driver's uncomfortable feeling is reduced or eliminated.

The shift control means, wherein the time of accelerator depression operation in inoperative state of the lock-up clutch, that perform downshifting of the automatic transmission at the start of acceleration.

  Along with the shift down of the automatic transmission, the capacity of the power transmission mechanism increases and slippage of the power transmission mechanism is reduced, so that the engine speed increases especially in the early stage of acceleration, and the engine speed is increased linearly. obtain. Accordingly, even when the lockup clutch cannot be operated, the vehicle behavior is close to that when the lockup clutch is operated, which is advantageous in suppressing or eliminating the difference in behavior.

  The control device includes an acceleration history acquisition means for acquiring an actual acceleration history during an accelerator depression operation when the lockup clutch can be operated, and the acceleration history when a preset learning condition is satisfied. Correction means for learning and correcting the reference acceleration based on the above.

  Here, the “learning condition” is a condition suitable for learning correction of the normative acceleration, and includes a condition under which stable follow-up control can be executed with respect to time-series target acceleration. The learning condition can include, for example, a traveling state of the vehicle, more specifically, a condition that the vehicle is traveling on a flat road. Another condition is that the amount of depression of the accelerator is a predetermined amount or more. It may be determined that the learning condition is satisfied when one condition, all of the plurality of conditions, or some of the plurality of conditions are satisfied.

  According to the above configuration, it is advantageous to reduce or eliminate the individual difference of the vehicle by performing learning correction on the preset reference acceleration based on the actual acceleration history of the vehicle.

  As described above, according to the control device described above, the desired acceleration can be achieved by controlling the engine output so that the actual acceleration follows the set time-series target acceleration when the accelerator is depressed when starting or accelerating. A waveform can be produced to enhance the acceleration feeling of the vehicle. In addition, tracking control of the target acceleration with the lock-up clutch in operation is advantageous in terms of improving fuel efficiency, but when the lock-up clutch cannot be operated, tracking control based on a preset standard acceleration is executed. By doing so, the difference in behavior between when the lockup clutch is operated and when it is not operable can be suppressed or eliminated, and the driver's uncomfortable feeling can be reduced or eliminated.

1 is an overall block diagram of a vehicle powertrain and a control device. It is a functional block diagram of a controller. It is a flowchart which concerns on control of the power train which a control apparatus performs. It is a figure which shows the example of the target acceleration at the time of lockup clutch operation | movement (1st target acceleration), and the example of the target acceleration at the time of lockup clutch non-operation (2nd target acceleration). It is a figure explaining the example of the reference | standard acceleration set and memorize | stored beforehand, and its correction method. It is a figure which shows the example of the change of the slip ratio of an accelerator opening degree, reference | standard acceleration, a gear stage, an engine speed, and a torque converter at the time of lock-up clutch operation impossible.

  Hereinafter, an embodiment of a vehicle control device will be described with reference to the drawings. The following description of the preferred embodiment is merely exemplary in nature. FIG. 1 is an overall block diagram of a vehicle powertrain and control device. FIG. 1 shows a driving force transmission path in the power train PT. The power train PT is installed on the downstream side of the driving force transmission path with respect to the engine 11 that generates the driving force and the engine 11. A torque converter (power transmission mechanism via fluid) 12, a lockup clutch 13 arranged in parallel on the driving force transmission path to the torque converter 12, and outputs from the torque converter 12 and the lockup clutch 13 A gear transmission mechanism (for example, a forward six-speed multi-speed automatic transmission) 14 that receives and changes the speed, a differential device 15 that receives the output from the gear transmission mechanism 14 and distributes driving force to the left and right, and a differential device 15 Left and right drive wheels 16 and 16 that receive the drive force from the.

  The vehicle control device CR is a device that controls the output of the engine 11, the connection / disconnection of the lockup clutch 13, and the gear shift state of the gear transmission mechanism 14. The vehicle control device CR detects an accelerator sensor 31 that detects a depression state, a depression amount, a depression speed, and the like of a driver's accelerator pedal (not shown), and a longitudinal G of the vehicle, specifically, an actual acceleration of the vehicle. A vehicle G sensor 32 and a controller 2 that takes in sensor signals from these sensors 31 and 32 and performs arithmetic processing are provided.

  The controller 2 is, for example, a normal microcomputer, and is configured to include at least a CPU, a ROM, a RAM, an I / O interface circuit, and a data bus, although illustration is omitted. The controller 2 outputs a control signal to the engine 11, the lockup clutch 13, the gear transmission mechanism 14, and the like. As shown in FIG. 2, as a functional block thereof, an engine output control unit (engine output control means) ) 21, a shift control unit (shift control unit) 22, a target acceleration setting unit (target acceleration setting unit) 23, a correction unit (correction unit) 24, an acceleration history acquisition unit (acceleration history acquisition unit) 25, a traveling state detection unit ( A running state detecting means) 26 and an operation inability detecting portion (operation inoperability detecting means) 27 of the lockup clutch 13 at least.

  The controller 2 determines the acceleration request of the driver by detecting the depression amount of the accelerator pedal, and controls the engine 11 and the gear transmission mechanism 14 so as to satisfy the acceleration request of the driver. Specifically, the engine output control unit 21 controls the output of the engine 11 by changing the throttle opening of an electric throttle (not shown), the ignition timing of the spark plug, the fuel injection amount of the fuel injection valve, and the like. . More specifically, by detecting the amount of depression of the accelerator pedal and the actual acceleration, the target acceleration of the vehicle is calculated, and so-called feedback control is performed so that the actual acceleration of the vehicle follows the target acceleration of the vehicle. The output of the engine 11 is controlled. The control method of feedback control is performed by general PI control. But you may carry out by PID control etc. Further, the controller 2 executes gear shift control of the gear transmission mechanism 14 based on the vehicle speed and the throttle opening according to the gear shift map that is set in advance and stored in the controller 2 and operates the lockup clutch 13. Control (slip control) is performed. Here, in this vehicle, from the viewpoint of improving fuel efficiency, the lock-up clutch 13 is basically operated so that the lock-up clutch is operated (including a slip state) including when the vehicle is started.

  FIG. 3 is a control flowchart of the power train PT executed by the control device CR. Hereinafter, referring to the functional block of the controller 2 shown in FIG. 2 and the flowchart shown in FIG. The control of the train PT will be described. First, in step S31, the controller 2 reads various signals. The acceleration request from the driver and the driving state of the vehicle are read from the accelerator sensor 31 and the vehicle G sensor 32. In addition, various signals of the driving state of the vehicle may be detected from a vehicle speed sensor, a shift sensor, a steering angle sensor, a crank angle sensor, or the like (not shown). Further, as will be described in detail later, various signals necessary for detecting the traveling state of the vehicle are also read (traveling state detection unit 26).

  Next, in step S32, it is determined whether or not the accelerator is depressed. Specifically, it is determined whether the driver has depressed the accelerator pedal beyond a predetermined value. At this time, the opening degree of the accelerator pedal is required to be in a substantially constant state with a middle opening degree (partial opening degree) (see also change in accelerator opening degree in the uppermost diagram in FIG. 6). This is because acceleration control based on time-series target acceleration cannot be stably performed when the accelerator pedal is fully opened or when the accelerator pedal opening is changed. If the depression of the accelerator pedal is not detected in step S32 (in the case of NO), the process proceeds to return to prepare for the next control. On the other hand, when depression of the accelerator pedal is detected in step S32 (in the case of YES), the process proceeds to step S33.

In step S33, whether acceleration (or start) is performed with the lockup clutch 13 activated, or is acceleration (or start) performed via the torque converter 12 without operating the lockup clutch 13? , Determine. Specifically, when particularly high driving force is required, for example, when starting on an uphill road, it is selected to start with the torque converter 12 without operating the lockup clutch 13. (Also called torque converter acceleration). The uphill road can be detected, for example, by a combination of map information including road surface gradient information and GPS (Global Positioning System) that detects the traveling position of the host vehicle. On the other hand, except for such a case where a particularly high driving force is required, in other words, in a normal case except for a special situation, acceleration or start in a state where the lockup clutch 13 is operated is selected ( L / U acceleration). This is mainly for the purpose of improving fuel consumption as described above. The operation of the lockup clutch 13 here may include a slip state as well as an engagement state of the lockup clutch 13. Further, acceleration in a state in which to operate the lock-up clutch 13 will Rukoto actuates the lock-up clutch 13 in the entire region from the start of acceleration up to the end of acceleration. The controller 2 determines which acceleration is to be executed based on the signal read in step S31. When acceleration in a state where the lockup clutch 13 is operated is selected in step S33 (in the case of L / U acceleration), the flow proceeds to step S34, while acceleration in a state via the torque converter 12 is selected. When it is done (in the case of torque converter acceleration), the flow moves to step S315.

  In step S34, it is determined whether or not the lockup clutch 13 can be operated (operation disable detector 27). Specifically, the controller 2 detects, for example, a parameter related to the temperature of the hydraulic oil of the lockup clutch 13 and cannot operate the lockup clutch 13 when the oil temperature is equal to or lower than a predetermined temperature, that is, when it is cold. Judge that it is possible. Of course, when the lockup clutch 13 fails, it is determined that the lockup clutch 13 cannot be operated. If it is determined in step S34 that the lockup clutch 13 can be operated (YES), the process proceeds to step S35. If the lockup clutch 13 cannot be operated (NO), the process proceeds to step S35. The process proceeds to S311.

  In step S35, the first target acceleration is set in time series (target acceleration setting unit 23). Here, the first target acceleration is a target acceleration set on the assumption that the lockup clutch 13 is operated from the start of acceleration to the end of acceleration. Although not shown, the target acceleration setting unit 23 calculates a time-series first target acceleration based on a map set in advance and stored in the controller 2. In this map, for example, the time series data of the target acceleration that changes the acceleration peak value and the falling slope of the acceleration in the latter half of the acceleration at a constant ratio (according to the time) Multiple values). Thus, as illustrated by the solid line in FIG. 4, the acceleration rises toward the peak value of acceleration (first half of acceleration), and after that peak value, the slope gradually decreases linearly (second half of acceleration). Time series data of one target acceleration is set.

  In the subsequent step S36, the engine output is feedback-controlled based on the time series data of the first target acceleration set in step S35. Specifically, the engine output is controlled by changing the throttle opening, the ignition timing, etc. so that the actual acceleration of the vehicle becomes the target acceleration (engine output control unit 21). In this case, particularly in the latter half of acceleration, in many cases, the engine output is controlled to increase. Because, in a general engine, when the throttle opening amount is constant, the engine torque decreases when the engine speed shifts to the high speed side, so in the latter half of the acceleration when the engine speed shifts to the high speed side, The actual acceleration of the vehicle decreases. For this reason, the actual acceleration is lower than the target acceleration set higher, and in order to compensate for the decrease in the actual acceleration of the vehicle in the latter half of the acceleration, in the control device CR, the actual acceleration follows the target acceleration. The engine output is controlled by feedback control. Further, during this follow-up control, slip control of the lockup clutch 13 is also executed (shift control unit 22).

  On the other hand, in step S311, where it is determined that the lockup clutch 13 is not operable in step S34, the time series data of the first target acceleration in step S35 described above is set in advance, instead of being set. The reference acceleration time series data stored in the controller 2 is read and set as the target acceleration. Here, the time-series data of the reference acceleration is time-series data representing an acceleration waveform that should be a reference in a state where the vehicle is operating the lock-up clutch 13, and is set through, for example, an experiment performed in advance. Is. For example, as shown in FIG. 5, the reference acceleration is set for each accelerator opening (100%, 75%, 50%, and 25% in the example) and stored in the controller 2. The acceleration setting unit 23 selects time-series data of reference acceleration corresponding to the accelerator opening, and sets this as the target acceleration. As a result, even when the lockup clutch 13 cannot be operated, a target acceleration equivalent to that when the lockup clutch 13 can be operated is set.

  In step S312 after setting the target acceleration in this way, it is determined whether the gear shift mechanism 14 is currently geared at the first gear, in other words, whether shift down is possible. When it is not the first speed (when NO), the process proceeds to step S313 and shift down is performed (Gearp → Gearp-1), and then the process proceeds to step S314, while Gearp is the first speed (when YES) ) Does not move to step S313 but moves to step S314. In step S314, similarly to step S36, the engine output is feedback-controlled based on the time series data of the target acceleration (reference acceleration) set in step S311.

  Here, referring to FIG. 6, the control mainly related to steps S <b> 311 to S <b> 314 of the flow, in other words, the follow-up control based on the target acceleration when the lockup clutch 13 cannot be operated will be described. FIG. 6 shows the accelerator opening (the top diagram), the reference acceleration (the second diagram from the top), the gear position (the third diagram from the top), the engine speed (the fourth diagram from the top), and the slip of the torque converter. An example of the change of the rate (fifth graph from the top) is shown.

  As described above, when the operation of the accelerator pedal is performed, when the lock-up clutch 13 cannot be operated, preset time-series data of the reference acceleration is set as the target acceleration. When the lockup clutch 13 cannot be operated, the gear transmission mechanism 14 is shifted down when acceleration is started. This downshift reduces the slip ratio of the torque converter 12 as shown in the bottom diagram of FIG. 6, and as a result, the engine speed is reduced as shown by the one-dot chain line in the fourth diagram from the top of FIG. 6. It is possible to increase the engine speed linearly by suppressing the air from blowing up at the early stage of acceleration. That is, in the follow-up control when the lockup clutch 13 cannot be operated according to steps S311 to S314, the operation state of the lockup clutch 13 is changed in a state where the engine 11 and the gear transmission mechanism 14 are drivingly connected via the torque converter 12. It is intended to be simulated. Therefore, linearly increasing the engine speed as in the operation state of the lockup clutch 13 is advantageous in realizing the operation state of the lockup clutch 13 in a pseudo manner.

  On the other hand, steps S37 to S310 after step S36, which is acceleration when the lockup clutch 13 is operated, are steps related to learning correction of the preset standard acceleration. That is, in this learning correction, the reference acceleration is learned and corrected according to the history of the actual acceleration during the actual tracking control based on the first target acceleration in step S36. The correction is effective in suppressing or eliminating individual differences between vehicles (correction unit 24). Specifically, in step S37, it is determined whether or not a predetermined learning condition is satisfied. The learning conditions here include conditions under which stable follow-up control can be executed with respect to time-series target acceleration. Here, the learning condition includes, for example, a condition that the vehicle is traveling on a flat road and a condition that the accelerator depression amount is a predetermined amount or more. In addition, the frequency of learning correction is reduced, in other words, learning correction is not performed too frequently. For example, the above-mentioned learning condition is satisfied a predetermined number of times or the previous learning correction is executed. The learning condition may include that a predetermined period has elapsed since

  In subsequent step S38, a detected value of acceleration during the execution of the follow-up control based on the first target acceleration is acquired, and in step S39, the detected value of acceleration is accumulated. By accumulating the detected acceleration values, it is possible to have a history of actual acceleration actually generated in the vehicle (acceleration history acquisition unit 25).

  In step S310, the stored reference acceleration is corrected based on the actual acceleration history. For example, as indicated by a one-dot chain line in FIG. 5, a correction amount is determined according to the deviation between the history of the actual acceleration and the reference acceleration, and the entire time-series data of the reference acceleration is changed at a constant rate by the correction amount. You may do it. Further, if the correction amount at a predetermined accelerator opening is determined, it may be used for correcting the reference acceleration at other accelerator openings. That is, if a correction amount at a certain accelerator opening is determined, the reference acceleration of all accelerator openings may be similarly corrected using the correction amount. In addition, you may determine the correction amount in each accelerator opening individually.

  Returning to the flow of FIG. 3, in step S315 in which the acceleration through the torque converter 12 is selected and shifted in step S33, time series data of the second target acceleration is set. As described above, the second target acceleration is a target acceleration set on the assumption that the engine 11 and the gear transmission mechanism 14 are drivingly connected via the torque converter 12 without operating the lockup clutch 13. It is. Although not shown, the target acceleration setting unit 23 calculates a time-series second target acceleration based on a map set in advance and stored in the controller 2. In this map, for example, depending on the amount of accelerator depression (accelerator opening), the time series data of the target acceleration including the acceleration rise in the first half of acceleration, the magnitude of the acceleration peak value, and the acceleration fall in the second half of acceleration Is set. Here, as shown in FIG. 4, the first target acceleration (see the solid line) and the second target acceleration (see the one-dot chain line) have different characteristics, and the second target acceleration is via the torque converter 12. The peak value of acceleration can be higher than the first target acceleration. This is advantageous when a particularly high driving force is required, such as when starting up an uphill road as described above.

  In subsequent step S316, the engine output is feedback-controlled based on the time series data of the second target acceleration set in step S315. In this case, the behavior of the vehicle may be different from that in the case of step S36, that is, during acceleration in which the lockup clutch 13 is operated.

  Thus, when the accelerator is depressed, the target acceleration follow-up control is executed until the set time-series target acceleration ends, for example, until the acceleration becomes zero. This realizes a comfortable acceleration feeling to the driver. In the above-described configuration, the follow-up control is basically performed by starting or accelerating the lock-up clutch 13 in an activated state, thereby achieving a significant improvement in fuel consumption, while the lock-up clutch 13 cannot be operated. Sometimes, by setting a reference acceleration corresponding to a state at the time of operation of the lockup clutch 13 as a target acceleration, even when the lockup clutch 13 cannot be operated, the vehicle behavior similar to that at the time of operation of the lockup clutch 13 is achieved. Is obtained. As a result, the behavioral difference between when the lockup clutch 13 is operated and when it is not operable can be suppressed or eliminated, and the driver's uncomfortable feeling can be reduced or eliminated.

  Further, when the lockup clutch 13 cannot be operated, the gear speed change mechanism 14 is shifted down at the start of acceleration, thereby linearly reducing the engine speed in accordance with the reduction of the slip ratio of the torque converter 12 as described above. It becomes possible to raise. This is advantageous in realizing the operating state of the lock-up clutch 13 in a pseudo manner, and further reduces the driver's uncomfortable feeling.

  Further, the reference acceleration is appropriately learned and corrected according to the actual acceleration history of the vehicle, thereby reducing or eliminating individual differences in vehicle behavior during the accelerator depression operation.

  In the power train PT, a continuously variable transmission mechanism such as a belt type may be employed instead of the gear-type multi-stage transmission mechanism 14. Further, the output control of the engine 11 is not limited to the throttle opening control of the electric throttle, and various controls can be adopted. For example, the output control of the engine 11 may be realized by changing the intake timing and the exhaust timing using a phase variable device or changing the intake supercharging amount using a supercharger.

  Regarding the setting of the target acceleration in time series, considering that the first half of acceleration is a transient phenomenon, for example, at the time of acceleration when the lockup clutch 13 is operated, the acceleration before the acceleration peak value is taken into account. Instead of setting the target acceleration in the first half, the target acceleration in the second half of the acceleration may be set based on the actual acceleration history acquired in the first half of the acceleration, and the follow-up control based on the target acceleration may be performed only in the second half of the acceleration. Specifically, when the accelerator pedal is depressed, the actual acceleration actually generated by the vehicle is detected to acquire the history, and the peak value of the acceleration is determined based on the history. When the acceleration peak value is reached, time-series data of the target acceleration in the latter half of the acceleration is set from the history of the actual acceleration acquired so far, for example, a linear gentle downward slope, and the target The follow-up control may be performed based on the acceleration. On the other hand, since the second target acceleration and the reference acceleration need to make the acceleration characteristics in the first half of acceleration particularly predetermined characteristics, it is preferable to set the entire target acceleration from the start of acceleration to the end of acceleration. .

11 Engine 12 Torque converter (power transmission mechanism)
13 Lock-up clutch 14 Gear transmission mechanism (automatic transmission)
2 Controller 21 Engine output control unit (engine output control means)
22 Shift control unit (shift control means)
23 Target acceleration setting unit (target acceleration setting means)
24 Correction part (correction means)
25 Acceleration history acquisition unit (acceleration history acquisition means)
26 Traveling state detection unit (traveling state detection means)
27 Operation impossible detection part (operation impossible detection means)
CR control device PT Powertrain

Claims (2)

An engine that can control the engine output independently of the accelerator operation;
An automatic transmission including a power transmission mechanism via a fluid with a lock-up clutch and drivingly coupled to the engine via the power transmission mechanism;
A target acceleration setting means for setting a target acceleration in time series when the accelerator is depressed at the time of starting or accelerating;
Engine output control means for controlling the output of the engine so that an actual acceleration follows the set time-series target acceleration in a state where the lock-up clutch is operated;
Shift control means for controlling the automatic transmission,
The target acceleration setting means sets the time-series target acceleration on the premise that the lockup clutch is operated from the acceleration start to the acceleration end,
A time-series reference acceleration representing an acceleration waveform to be used as a reference in a state where the lock-up clutch is operated is set in advance,
Further comprising inoperability detecting means for detecting a state in which the lockup clutch cannot be operated,
When the accelerator is depressed when the lockup clutch cannot be operated,
The target acceleration setting means, and sets the reference acceleration as the target acceleration, the engine output control means so as to follow the reference acceleration of the time series, vital control the output of the engine, the shift control means Is a control device for a vehicle that performs downshifting of the automatic transmission at the start of acceleration . The control device according to claim 1 ,
Acceleration history acquisition means for acquiring a history of actual acceleration at the time of accelerator depression operation when the lock-up clutch can be operated;
A control device further comprising: a correction unit that learns and corrects the reference acceleration based on the acceleration history when a preset learning condition is satisfied.

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