JP7376975B2 - Vehicle control device and vehicle control method - Google Patents

Description

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

Patent Document 1 describes an operation (racing select operation) in which a driving range (D, R range, etc.) of an automatic transmission is selected from a state where the engine is revving while the shift range is in a neutral state (N or P) and the vehicle is stopped. ) are disclosed.

Japanese Patent Application Publication No. 6-341332

When performing the racing select operation described in Patent Document 1 in a vehicle equipped with a belt-type continuously variable transmission mechanism, for example, when N→D is selected from a racing (higher than idle speed) state, the rotational speed of the drive source changes. It is conceivable that the belt-type continuously variable transmission mechanism may be fully engaged when the rotational speed falls below the allowable rotation speed of the belt type continuously variable transmission mechanism. However, since the engine rotation drops significantly during the complete engagement phase, there is a possibility that the amount of oil discharged from the pump will be insufficient and belt slippage will occur.

The present invention has been made in view of such technical problems, and an object of the present invention is to suppress a drop in the rotational speed of a drive source when racing selection is executed.

According to an aspect of the present invention, a vehicle includes a drive source, a fastening element, a belt-type continuously variable transmission mechanism, and a drive wheel connected to the drive source via the fastening element and the belt-type continuously variable transmission mechanism. The control device of the vehicle to be controlled raises the rotational speed of the drive source while stopping by stepping on the accelerator in the non-driving range state, and then changes from the non-driving range to the driving range while the rotational speed of the drive source is increased. When racing select is executed to make changes and start, the rotational speed of the drive source is reduced, and when the rotational speed of the drive source falls below a predetermined value, the rotational speed of the drive source is immediately increased gradually and the engine is engaged. The present invention is characterized by having a control section that gradually increases the fastening pressure of the element , gradually increases the fastening force of the fastening element while causing the fastening element to slip, and then completely fastens the fastening element.

According to this aspect, since the fastening element is caused to slip before being completely fastened, it is possible to suppress a drop in the rotational speed of the drive source.

1 is a schematic configuration diagram of a vehicle according to an embodiment of the present invention. It is a flowchart regarding the determination of racing selection according to the embodiment of the present invention. It is a flow chart regarding racing selection control concerning an embodiment of the present invention. This is an example of a time chart of racing select control on a flat road. This is an example of a time chart of racing select control on an uphill road. This is an example of a time chart of racing select control on a downhill road. It is an example of the time chart of racing select control when racing select rear foot release is performed. It is an example of the time chart of racing select control at the time of N→D→N selection.

Embodiments of the present invention will be described below with reference to the accompanying drawings.

FIG. 1 is a schematic configuration diagram of a vehicle 100. Vehicle 100 includes an engine 1, a torque converter 2, a continuously variable transmission 3, an oil pump 5, drive wheels 6, and a controller 10 as a control device.

The engine 1 is an internal combustion engine that uses gasoline, light oil, or the like as fuel, and functions as a driving source for driving. The rotational speed, torque, etc. of the engine 1 are controlled based on commands from the controller 10.

Torque converter 2 is provided on a power transmission path between engine 1 and continuously variable transmission 3. Torque converter 2 transmits power via fluid. Further, the torque converter 2 can increase the power transmission efficiency of the driving force from the engine 1 by engaging the lock-up clutch 2a.

The continuously variable transmission 3 includes a forward clutch 31 as a fastening element, a belt type continuously variable transmission mechanism (hereinafter referred to as "CVT") 30, and a hydraulic control valve unit 40 (hereinafter also simply referred to as "valve unit 40"). ) and an oil pan 32 that stores hydraulic oil. Note that the continuously variable transmission 3 also includes a reverse brake, although not shown.

Forward clutch 31 is arranged on a power transmission path between torque converter 2 and CVT 30. The forward clutch 31 is controlled by oil whose pressure is regulated by a valve unit 40 using the discharge pressure of the oil pump 5 as a source pressure based on a command from the controller 10 . As the forward clutch 31, for example, a normally open wet type multi-disc clutch is used.

The CVT 30 is disposed on a power transmission path between the forward clutch 31 and the drive wheels 6, and changes the gear ratio steplessly according to vehicle speed, accelerator opening, and the like. The CVT 30 includes a primary pulley 30a, a secondary pulley 30b, and a belt 30c wound around both pulleys 30a and 30b. By moving the movable pulley of the primary pulley 30a and the movable pulley of the secondary pulley 30b in the axial direction by pulley pressure and changing the pulley contact radius of the belt 30c, the speed ratio is changed steplessly. The pulley pressure acting on the primary pulley 30a and the pulley pressure acting on the secondary pulley 30b are regulated by the valve unit 40 using the discharge pressure from the oil pump 5 as the source pressure.

The differential 12 is connected to the output shaft of the secondary pulley 30b of the CVT 30 via a final reduction gear mechanism (not shown). A drive wheel 6 is connected to the differential 12 via a drive shaft 13.

The oil pump 5 is a vane pump driven by the rotation of the engine 1 being transmitted through a belt. The oil pump 5 sucks up hydraulic oil stored in the oil pan 32 and supplies the oil to the valve unit 40.

The controller 10 is composed of a microcomputer including a central processing unit (CPU), a read-only memory (ROM), a random access memory (RAM), and an input/output interface (I/O interface). The controller 10 can also be configured with a plurality of microcomputers. Specifically, the controller 10 can be configured by an ATCU that controls the continuously variable transmission 3, an SCU that controls the shift range, an ECU that controls the engine 1, and the like. Note that the control unit that executes racing select control, which will be described later, is a virtual unit that has the functions of the controller 10, and does not mean that it physically exists.

The controller 10 includes a first rotation speed sensor 51 that detects the rotation speed of the engine 1, a second rotation speed sensor 52 that detects the input rotation speed Nin of the forward clutch 31, and an output rotation speed Nout (=primary pulley) of the forward clutch 31. 30a), an accelerator opening sensor 54 that detects the accelerator opening, and a select range of the CVT 30 (the state of the select lever or select switch that switches between forward, reverse, neutral, and parking). Signals are input from an inhibitor switch 55 for detection, a fourth rotation speed sensor 56 for detecting the rotation speed of the secondary pulley 30b, a pedal force sensor 57 for detecting brake pedal force, and a vehicle speed sensor 58 for detecting vehicle speed. The controller 10 controls various operations of the engine 1, the lock-up clutch 2a of the torque converter 2, the forward clutch 31, and the continuously variable transmission 3 based on these input signals.

Next, racing select control executed by the controller 10 when racing select is executed will be described. Racing Select is when the engine speed is raised while the vehicle is stopped by stepping on the accelerator in the non-driving range (N range or P range), and then the engine speed is changed from the non-driving range to the driving range (D range) while the engine speed has increased. This is a selection method in which the vehicle is changed to the range (range) and then started. Note that when executing racing select, the brake may or may not be depressed.

First, with reference to the flowchart shown in FIG. 2, the determination of whether racing select has been executed will be described.

In step S1, it is determined whether the shift range has been switched from a non-driving range to a driving range. Specifically, the controller 10 determines whether the shift range has been switched from the N range or the P range to the D range based on the signal detected by the inhibitor switch 55. If the shift range has been switched from the N range or the P range to the D range, the process proceeds to step S2, and if the shift range has not been switched from the N range or the P range to the D range, the process proceeds to END.

In step S2, it is determined whether the engine rotation speed E is equal to or higher than a threshold value α. Specifically, the controller 10 determines whether the engine rotation speed E detected by the first rotation speed sensor 51 is greater than or equal to the threshold value α. If it is determined that the engine rotational speed E is equal to or greater than the threshold value α, the process advances to step S3 and racing select control is executed. On the other hand, if it is determined that the engine rotational speed E is less than the threshold value α, the routine proceeds to step S4 and normal control is performed. Normal control is control in which the forward clutch 31 is engaged without going through slip control. Slip control will be described later.

In this way, when the shift range is switched from the non-driving range (N range or P range) to the driving range (D range), if the engine speed E is equal to or higher than the threshold α, the controller 10 selects the racing select. It is determined that it has been executed.

Next, the racing select control executed in step S3 will be specifically explained with reference to the flowchart shown in FIG. Note that the racing select control is control related to engagement of the forward clutch 31 performed by the controller 10 when the racing select is executed.

In step S31, the controller 10 reduces the engine rotation speed. The reason for reducing the engine rotation speed in this way is that if the engagement operation of the forward clutch 31 is started while the engine rotation speed is high (at or above the allowable rotation speed of the CVT 30), slipping will occur in the belt 30c of the CVT 30. It's for a reason.

Next, in step S32, it is determined whether the engine rotation speed E has become equal to or less than the threshold value β. If the engine rotational speed E is below the threshold value β, the process proceeds to step S33, and if the engine rotational speed E is not below the threshold value β, the process returns to step S31 and the engine rotational speed E is further reduced. The threshold value β is set, for example, to be less than or equal to the allowable rotational speed of the CVT 30. The allowable rotational speed is a rotational speed at which it is determined that the possibility of belt slippage of the belt 30c occurring is low, and is a value determined and set in advance based on design specifications, experiments, etc.

In step S33, slip control is executed. Slip control is control to engage the forward clutch 31 in a slipped state. More specifically, it means a state in which a fastening force capable of transmitting part of the torque from the engine 1 is applied to the forward clutch 31. When slip control is started, the controller 10 gradually increases the engine rotation speed and gradually increases the engagement pressure supplied to the forward clutch 31. By performing such slip control, shock can be suppressed and smooth start of the vehicle 100 can be realized. Note that the engagement capacity during slip control is preferably less than the allowable capacity of the CVT 30. If the fastening capacity exceeds the allowable capacity of the CVT 30, the belt 30c may slip. The allowable capacity can be calculated from the oil pressure supplied to the CVT 30, and the engagement capacity can be calculated from the oil pressure supplied to the forward clutch 31.

In step S34, it is determined whether the rotational speed ratio is less than or equal to the threshold value γ. Specifically, the ratio between the input rotational speed Nin of the forward clutch 31 detected by the second rotational speed sensor 52 and the output rotational speed Nout of the forward clutch 31 detected by the third rotational speed sensor 53 is the threshold value γ. Determine whether the following is true. The threshold value γ is set to approximately 1 (the ratio of the input rotational speed Nin to the output rotational speed Nout is approximately 1:1). If the rotational speed ratio between the input rotational speed Nin and the output rotational speed Nout is less than or equal to the threshold value γ (approximately 1:1), it means that the input side and the output side are synchronized, and the process proceeds to step S35. On the other hand, if the rotational speed ratio is greater than the threshold value γ, it means that the input side and the output side are not synchronized, so the determination in step S34 is repeated until the rotational speed ratio becomes equal to or less than the threshold value γ.

In step S35, the forward clutch 31 is fully engaged. Specifically, the controller 10 further increases the engagement pressure supplied to the forward clutch 31 to completely engage the forward clutch 31.

Next, racing select control will be explained with reference to the time chart shown in FIG. 4. Note that the solid line in FIG. 4 shows the characteristics of this embodiment, and the dotted line shows the characteristics of the comparative example when no slip control is performed.

When the controller 10 determines that racing select has been executed (time t1), the controller 10 reduces the engine rotation speed. Along with this, engine torque also decreases. Further, as the engine rotation speed decreases, the discharge amount of the oil pump 5 also decreases, and the line pressure (PL pressure) decreases.

When the engine rotational speed E decreases to below the threshold value β, the controller 10 starts slip control (time t2). Specifically, the engine rotation speed is gradually increased, and the engagement pressure supplied to the forward clutch 31 is gradually increased. As a result, the torque of the engine 1 is gradually transmitted to the drive wheels 6 via the forward clutch 31 and the CVT 30, and the vehicle 100 starts.

When the vehicle speed (output rotational speed Nout) increases and the ratio between the input rotational speed Nin and the output rotational speed Nout becomes equal to or less than the threshold value γ (approximately 1:1) (time t3), the engagement pressure is further increased and the forward clutch 31 be fully concluded.

In the comparative example in which slip control is not performed, the engine rotation speed must be sufficiently reduced in order to engage the forward clutch 31 without causing a shock (see the dotted line of the engine rotation speed in FIG. 4). Therefore, in the comparative example, the time lag until the vehicle starts is longer, and the rise in vehicle speed is correspondingly slower (see the dotted line of vehicle speed in FIG. 4). Furthermore, if the engagement pressure is increased without performing slip control (see the dotted line for engagement pressure in FIG. 4), the shock will increase (see the dotted line for vehicle G fluctuation in FIG. 4).

On the other hand, in the racing select control of this embodiment, since slip control is performed, engagement of the forward clutch 31 can be started at a position where the engine rotation speed is high. In other words, by at least slipping (performing racing select control), it is possible to reduce the drop in engine speed. As a result, the vehicle speed increases quickly. Furthermore, since the engagement is started when the output of the engine 1 is high, the time required to reach the target vehicle speed can be shortened. Further, by performing slip control, the shock when the forward clutch 31 is engaged can be reduced. Note that the engagement capacity at the time of slipping is preferably greater than or equal to the capacity at which the torque that allows the vehicle 100 to move forward is transmitted to the drive wheels 6. By setting the engagement capacity at the time of slip to be equal to or greater than the capacity, the vehicle 100 starts to start from the slip state, and the start lag can be reduced.

Further, by performing the racing select control, it is possible to suppress a drop in the engine rotational speed, so it is possible to suppress a drop in line pressure (discharge amount of the oil pump 5). Thereby, even if the oil pump 5 is downsized, it is possible to supply the necessary line pressure.

Note that in the racing select control, the length of time for executing the slip control may be changed depending on the slope of the road surface. This modification will be specifically explained below.

On an uphill road, the vehicle 100 tends to slide down due to its own weight. Therefore, in order to transmit the driving force to the driving wheels 6 more quickly than to suppress the G fluctuation of the vehicle 100, the controller 10 changes the slip control time T2 (see FIG. 5) to the slip control time when the road is flat. Make it shorter than T1. On the other hand, on a downhill road, the vehicle 100 tries to move in the traveling direction due to its own weight. Therefore, the controller 10 makes the slip control time T3 (see FIG. 6) longer than the flat road slip control time T1 in order to give priority to reducing the G fluctuation of the vehicle 100.

Specifically, for example, the tilt angle of the vehicle 100 is detected by a tilt sensor provided in the vehicle 100. Then, the controller 10 changes the rate of increase in the engagement pressure supplied to the forward clutch 31 according to the detected inclination angle. On an uphill road, the increase rate of the engagement pressure supplied to the forward clutch 31 is increased to shorten the slip control time T2. As a result, the time required to engage the forward clutch 31 is shortened, so that it is possible to prevent the vehicle 100 from sliding downward. Furthermore, on a downhill road, the rate of increase in the engagement pressure supplied to the forward clutch 31 is reduced to lengthen the slip control time T3. Thereby, the forward clutch 31 can be engaged slowly, so that the G fluctuation of the vehicle 100 can be further reduced.

Note that the control on the uphill road and the downhill road may be performed on one or both of them as necessary.

Next, a case where the accelerator pedal is released after racing selection (the amount of depression of the accelerator pedal becomes small) will be described. When the accelerator pedal is released after racing selection, the controller 10 controls the slip control time T4 to be longer than the slip control time T1 when the accelerator pedal is not released after racing selection. do. This control will be specifically explained with reference to the time chart shown in FIG.

When the controller 10 determines that racing select has been executed (time t1), the controller 10 reduces the engine rotation speed. Along with this, engine torque also decreases. If the accelerator pedal is released before the controller 10 starts slip control (time t4), the controller 10 reduces the engine rotation speed to a predetermined rotation speed. Note that the foot release of the accelerator pedal is determined based on the accelerator opening detected by the accelerator opening sensor 54.

Then, when the engine rotation speed decreases to a predetermined rotation speed, the controller 10 starts slip control (time t5).

At this time, the controller 10 controls the slip control time T4 to be longer than when the accelerator pedal is not released after racing selection (time T1). Specifically, the controller 10 controls the rate of increase in the engagement pressure of the forward clutch 31 to be smaller than if the accelerator pedal had not been released.

If the same engagement pressure as in normal slip control during racing selection is supplied to the forward clutch 31 (see the dotted line of engagement pressure in Fig. 7), the engine rotation will be pulled in and the rotational speed of the engine 1 will decrease (Fig. 7). (See the dotted line for the engine rotation speed in No. 7). Therefore, the controller 10 controls the slip control time T4 to be longer than if the accelerator pedal had not been released after racing selection, thereby suppressing the pull in engine rotation. The slip control time T4 may be changed depending on, for example, the rate of change or the amount of change in the accelerator opening.

Further, when the ratio between the input rotational speed Nin and the output rotational speed Nout of the forward clutch 31 becomes approximately 1:1 (time t6), the engagement pressure is further increased to completely engage the forward clutch 31.

In this way, if the accelerator pedal is released after racing select, the slip control time T4 is controlled to be longer than when the accelerator pedal is not released, thereby reducing engine rotation. It is possible to suppress a decrease in the rotational speed of the engine 1, and also suppress vehicle G fluctuation.

Next, regarding the case where the non-driving range (N range) is selected after racing selection and before the forward clutch 31 is fully engaged (hereinafter, this operation is also referred to as "N→D→N select"). explain. The controller 10 shifts the CVT 30 to the high side when the N→D→N selection is executed. This control will be specifically explained with reference to the time chart shown in FIG.

When the controller 10 determines that racing select has been executed (time t1), the controller 10 reduces the engine rotation speed. Along with this, engine torque also decreases. When the engine rotational speed E decreases to below the threshold value β, the controller 10 starts slip control (time t7).

Then, when the shift range is returned to the N range immediately after the slip control is started (time t8), the controller 10 shifts the CVT 30 to the high side.

When the CVT 30 shifts to the high side, the output torque transmitted to the drive wheels 6 is reduced. When the driver selects the N range after racing selection, the driver assumes that G will drop out all at once. Therefore, by shifting the CVT 30 to the high side and reducing the output torque, it is possible to reduce the gap between the driver's assumption and the actual vehicle G fluctuation. Thereby, the driver's discomfort can be suppressed.

Furthermore, the controller 10 gradually reduces the engagement pressure supplied to the forward clutch 31 and releases the forward clutch 31. As a result, the shift range is switched to the N range (time t9).

Note that when the N range is selected after racing selection, the engagement pressure supplied to the forward clutch 31 is not gradually lowered, but the engagement pressure is maintained for a certain period of time to continue the slip state, and then the forward clutch 31 is released. You can do it like this. When the N→D→N selection is executed, the forward clutch 31 is in a slip state and the torque of the engine 1 is being transmitted to the drive wheels 6, so if the forward clutch 31 is released all at once, the vehicle G will fluctuate. may become large. Therefore, when the N range is selected after racing selection, the controller 10 shifts the CVT 30 to the high side and keeps the forward clutch 31 in the slip state, thereby making it possible to reduce the G fluctuation of the vehicle 100. .

In the above embodiment, the shift range is returned to the N range immediately after the slip control is started. However, if there is a time lag in the response, the shift range is returned to the N range before the slip control is started. Slip control may be executed even after returning to the range. In this case, the above-mentioned control can be applied.

The configuration, operation, and effects of the embodiment of the present invention configured as described above will be collectively described.

When the racing select is executed, the controller 10 causes the forward clutch 31 to slip and then fully engages the forward clutch 31 when the rotational speed of the engine 1 becomes equal to or less than a predetermined value.

In this embodiment, when racing select is executed, slip control of the forward clutch 31 is performed before the forward clutch 31 is fully engaged, so the rotational speed of the engine 1 is lower than that when no slip control is performed. It is possible to suppress the decline in Furthermore, by performing slip control, it is possible to escape the inertia torque of the engine 1, so that sudden G fluctuations of the vehicle 100 can be suppressed (effects according to claims 1 and 7).

Further, the controller 10 controls the slip time so that it is shorter on an uphill road than on a flat road.

As a result, the driving force can be obtained quickly, so that the vehicle 100 can be prevented from sliding down (effect according to claim 2).

The controller 10 controls the slip time so that it is longer on a downhill road than on a flat road.

On a downhill road where the weight of the vehicle 100 acts in the traveling direction, driving force is easily obtained. For this reason, the slip control time can be made longer than on a flat road. Thereby, G fluctuation can be reduced (effect according to claim 3).

The controller 10 controls the slip time to be longer when the accelerator pedal is released after racing selection than when the accelerator pedal is not released after racing selection.

When the accelerator pedal is released after racing selection, by controlling the slip control to lengthen the time, it is possible to suppress the pull in of the engine rotation and suppress the decrease in the rotational speed of the engine 1 (Claim 4) (effects related to).

If the non-driving range (N range) is selected after racing selection and before the engagement element (forward clutch 31) is fully engaged, the controller 10 shifts the CVT 30 to the high side.

By controlling the CVT 30 to shift to the high side and reduce the output torque, the gap between the driver's assumption and the actual vehicle G fluctuation can be reduced, and the driver's discomfort can be suppressed (according to claim 5). effect).

The controller 10 shifts the belt-type continuously variable transmission mechanism 30 to the high side and causes the engagement element (forward clutch 31) to continue slipping.

If the non-travel range (N range) is selected before the forward clutch 31 is fully engaged, the forward clutch 31 is in a slip state. At this time, if the forward clutch 31 is completely released, the torque fluctuation of the drive wheels 6 will increase. Therefore, by continuing the slip of the engagement element (forward clutch 31) for a certain period of time, it is possible to suppress the torque fluctuation of the drive wheels 6 from increasing, so that the G fluctuation can be reduced (effect according to claim 6). ).

Although the embodiments of the present invention have been described above, the above embodiments merely show a part of the application examples of the present invention, and the technical scope of the present invention is limited to the specific configuration of the above embodiments. isn't it.

In the above embodiment, the racing select when the vehicle is moving forward has been described, but the racing select may be when the vehicle is moving backward. In this case, the reverse brake corresponds to the engagement element.

100 Vehicle 1 Engine
2 Torque converter
3 Continuously variable transmission 5 Oil pump 6 Drive wheel 10 Controller (control unit, control device)
30 Belt type continuously variable transmission mechanism (CVT)
30c Belt 31 Forward clutch (clutching element)

Claims (7)

A driving source,
a fastening element;
Belt type continuously variable transmission mechanism,
A vehicle control device for controlling a vehicle, comprising: a drive wheel connected to the drive source via the fastening element and the belt-type continuously variable transmission mechanism;
The rotational speed of the drive source is increased while the vehicle is stopped by stepping on the accelerator in a non-driving range state, and then the non-driving range is changed to a driving range while the rotational speed of the drive source is increased, and the vehicle is started. When the racing select is executed, the rotational speed of the drive source is reduced, and when the rotational speed of the drive source becomes equal to or less than a predetermined value, the rotational speed of the drive source is gradually increased and the fastening element The vehicle is characterized by having a control unit that gradually increases the fastening pressure of the fastening element , gradually increases the fastening force of the fastening element while causing the fastening element to slip, and then completely fastens the fastening element. Control device. A driving source,
a fastening element;
Belt type continuously variable transmission mechanism,
A vehicle control device for controlling a vehicle, comprising: a drive wheel connected to the drive source via the fastening element and the belt-type continuously variable transmission mechanism;
The rotational speed of the drive source is increased while the vehicle is stopped by stepping on the accelerator in a non-driving range state, and then the non-driving range is changed to a driving range while the rotational speed of the drive source is increased, and the vehicle is started. When a racing select is executed, the rotational speed of the drive source is reduced, and when the rotational speed of the drive source becomes equal to or less than a predetermined value, the fastening element is caused to slip, and then the fastening element is completely fastened. has a department;
The control device for a vehicle is characterized in that the control unit controls the slip time so that it is shorter on an uphill road than on a flat road. A driving source,
a fastening element;
Belt type continuously variable transmission mechanism,
A vehicle control device for controlling a vehicle, comprising: a drive wheel connected to the drive source via the fastening element and the belt-type continuously variable transmission mechanism;
The rotational speed of the drive source is increased while the vehicle is stopped by stepping on the accelerator in a non-driving range state, and then the non-driving range is changed to a driving range while the rotational speed of the drive source is increased, and the vehicle is started. When a racing select is executed, the rotational speed of the drive source is reduced, and when the rotational speed of the drive source becomes equal to or less than a predetermined value, the fastening element is caused to slip, and then the fastening element is completely fastened. has a department;
The control device for a vehicle, wherein the control unit controls the slip time so that it is longer on a downhill road than on a flat road. A driving source,
a fastening element;
Belt type continuously variable transmission mechanism,
A vehicle control device for controlling a vehicle, comprising: a drive wheel connected to the drive source via the fastening element and the belt-type continuously variable transmission mechanism;
The rotational speed of the drive source is increased while the vehicle is stopped by stepping on the accelerator in a non-driving range state, and then the non-driving range is changed to a driving range while the rotational speed of the drive source is increased, and the vehicle is started. When a racing select is executed, the rotational speed of the drive source is reduced, and when the rotational speed of the drive source becomes equal to or less than a predetermined value, the fastening element is caused to slip, and then the fastening element is completely fastened. has a department;
The control unit is characterized in that when the accelerator pedal is released after the racing select, the control unit controls the slip time to be longer than when the accelerator pedal is not released after the racing select. vehicle control device. A driving source,
a fastening element;
Belt type continuously variable transmission mechanism,
A vehicle control device for controlling a vehicle, comprising: a drive wheel connected to the drive source via the fastening element and the belt-type continuously variable transmission mechanism;
The rotational speed of the drive source is increased while the vehicle is stopped by stepping on the accelerator in a non-driving range state, and then the non-driving range is changed to a driving range while the rotational speed of the drive source is increased, and the vehicle is started. When a racing select is executed, the rotational speed of the drive source is reduced, and when the rotational speed of the drive source becomes equal to or less than a predetermined value, the fastening element is caused to slip, and then the fastening element is completely fastened. has a department;
The vehicle is characterized in that the control unit shifts the belt-type continuously variable transmission mechanism to a high side when a non-driving range is selected after the racing selection and before the engagement element is fully engaged. control device. The vehicle control device according to claim 5,
The control device for a vehicle, wherein the control unit shifts the belt type continuously variable transmission mechanism to a high side and continues the slip of the fastening element. A driving source,
a fastening element;
Belt type continuously variable transmission mechanism,
A vehicle control method for controlling a vehicle including the fastening element and a drive wheel connected to the drive source via the belt-type continuously variable transmission mechanism,
The rotational speed of the drive source is increased while the vehicle is stopped by stepping on the accelerator in a non-driving range state, and then the non-driving range is changed to a driving range while the rotational speed of the drive source is increased, and the vehicle is started. When the racing select is executed, the rotational speed of the drive source is reduced, and when the rotational speed of the drive source becomes equal to or less than a predetermined value, the rotational speed of the drive source is gradually increased and the fastening element A method of controlling a vehicle, comprising: gradually increasing a fastening pressure of the fastening element , gradually increasing a fastening force of the fastening element while causing the fastening element to slip, and then completely fastening the fastening element.

Images