Control device for a vehicle

Abstract

The present application provides a kind of control device of vehicle, it can improve the acceleration response after temporarily deceleration travel.In the period of vehicle deceleration, engine stall needs to be avoided (in step S2 "Yes"), in the case of the response of needing to reaccelerate (in step S3 "Yes"), engagement mechanism is set to release state (step S4), in the period of vehicle deceleration, engine stall needs to be avoided (in step S2 "Yes"), in the case of the response of not needing to reaccelerate (in step S3 "No"), release lock-up clutch (step S5).

Description

Technical Field

[0001] The present invention relates to a control device for a vehicle, the vehicle comprising: a lock-up clutch that connects an input-side rotating component and an output-side rotating component of a torque converter in a manner capable of selectively transmitting torque; and an engagement mechanism that connects the output-side rotating component of the torque converter to a drive wheel in a manner capable of selectively transmitting torque. Background Technology

[0002] Patent Document 1 describes a vehicle control device that includes a torque converter with a built-in lock-up clutch and a stepped automatic transmission connected to its output side. This control device is configured to suppress the driver's driving tendency towards a greater power output tendency, ensuring that the deceleration sensation upon releasing the accelerator is different from that on flat roads and downhill roads. Specifically, it is configured such that when the driving tendency is towards a power output tendency and the vehicle is decelerating on a flat road, the lock-up clutch is released, thereby increasing the drive torque during re-acceleration by utilizing the torque increase effect of the torque converter. On the other hand, when the driving tendency is towards a power output tendency and the vehicle is decelerating downhill, the lock-up clutch is slipped, i.e., partially engaged, thereby increasing the deceleration based on engine braking compared to the case where the lock-up clutch is released.

[0003] Patent Document 1: Japanese Patent Application Publication No. 10-073160 Summary of the Invention

[0004] The control device described in Patent Document 1 is configured such that, when the driving tendency is output-oriented, acceleration can be achieved after deceleration by releasing the lock-up clutch, utilizing the torque amplification effect based on the torque converter. However, the torque ratio of the torque converter increases as the speed ratio (the ratio of output-side speed to input-side speed) decreases. Therefore, in order to utilize the torque amplification effect during acceleration after releasing the lock-up clutch during deceleration, it is necessary to increase the engine speed to reduce the speed ratio, and then synchronize the input-side speed with the output-side speed to engage the lock-up clutch. That is, the torque amplification effect is small during the process of reducing the speed ratio, and it is possible to use torque generated by the engine to increase the engine speed, thus allowing for improvement in acceleration responsiveness during re-acceleration.

[0005] The present invention was made in view of the above-mentioned technical problems, and its purpose is to provide a vehicle control device that can improve the acceleration response after temporary deceleration.

[0006] To achieve the above objectives, the present invention provides a vehicle control device, the vehicle comprising: an engine; a hydraulic torque converter that transmits the output torque of the engine via a fluid; a lock-up clutch that transmits torque between an input-side rotating component and an output-side rotating component of the hydraulic torque converter using friction; and an engagement mechanism capable of setting an engagement state that connects the output-side rotating component of the hydraulic torque converter to a drive wheel and a release state that disengages the output-side rotating component from the drive wheel. The vehicle control device is characterized by comprising a controller for controlling the lock-up clutch and the engagement mechanism, the controller comprising: a speed prediction unit that predicts that the engine speed will decrease to below a predetermined speed during vehicle deceleration; and an acceleration prediction unit that accelerates the vehicle after deceleration. In the case of a vehicle, the system predicts that the torque transmitted to the drive wheels within a predetermined time period from the time the vehicle is required to accelerate will be at or above a predetermined torque. The clutch selection unit sets the engagement mechanism to the released state when the speed prediction unit predicts that the engine speed will decrease to below the predetermined speed and the acceleration prediction unit predicts that the required torque transmitted to the drive wheels within the predetermined time period from the time the vehicle is required to accelerate will be at or above the predetermined torque. Conversely, when the speed prediction unit predicts that the engine speed will decrease to below the predetermined speed and the acceleration prediction unit does not predict that the torque transmitted to the drive wheels within the predetermined time period from the time the vehicle is required to accelerate will be at or above the predetermined torque, the lock-up clutch is released.

[0007] Furthermore, in this invention, the following is possible: an automatic transmission capable of changing the gear ratio between the output-side rotating component and the drive wheel is also included. The automatic transmission has a plurality of engagement mechanisms and is configured to set the gear ratio between the output-side rotating component and the drive wheel to a predetermined gear ratio by engaging at least two engagement mechanisms. The engagement mechanism includes any one of at least two engagement mechanisms engaged for setting the gear ratio of the automatic transmission.

[0008] Furthermore, in this invention, the locking clutch and the engagement mechanism are configured to transmit torque corresponding to the supplied hydraulic pressure. When the temperature of the oil supplied to the locking clutch and the clutch is below a predetermined temperature, the clutch selection unit causes the locking clutch to slip or engage, and sets the engagement mechanism to the released state.

[0009] Furthermore, in this invention, the engagement mechanism can be configured to connect a pair of engagement elements to transmit torque through friction, and the release state of the engagement mechanism includes a sliding state in which the pair of engagement elements transmit torque while rotating relative to each other.

[0010] Invention Effects

[0011] According to the present invention, a lock-up clutch and an engagement mechanism are provided between the engine and the drive wheels. Therefore, even if the vehicle decelerates and the speed of the drive wheels drops to a low speed due to at least one of the lock-up clutch and the engagement mechanism being in the disengaged state, the engine can still rotate independently. That is, it is possible to prevent the engine speed from dropping below a predetermined speed that would cause the engine to stall. When the engine is rotated independently in this way to suppress the decrease in engine speed, the acceleration responsiveness when re-acceleration is required is predicted. Then, when the need for acceleration responsiveness is predicted, the engagement mechanism with good engagement responsiveness is disengaged. Therefore, the acceleration during re-acceleration can be increased rapidly. In contrast, when the acceleration responsiveness during re-acceleration is not required, by disengaging the lock-up clutch, the engine's output torque is increased via the torque converter, in other words, via fluid, thereby allowing the vehicle's acceleration to increase slowly. As a result, shocks caused by changes in acceleration during re-acceleration can be suppressed. Attached Figure Description

[0012] Figure 1 This is a schematic diagram illustrating an example of a vehicle in an embodiment of the present invention.

[0013] Figure 2 This is a block diagram illustrating the functional structure of the control device in the embodiments of the present invention.

[0014] Figure 3 This is a flowchart illustrating an example of control performed by the control device in an embodiment of the present invention. Detailed Implementation

[0015] The present invention will be described based on the embodiments shown in the figures. Furthermore, the embodiments described below are merely examples of specific embodiments of the present invention and do not limit the scope of the invention.

[0016] exist Figure 1 The diagram schematically illustrates an example of a vehicle Ve in an embodiment of the present invention. Figure 1 The vehicle Ve shown is equipped with an engine (ENG)1 as a driving force source. Figure 1The engine 1 shown is configured, like conventional engines, to generate power by burning a mixture of fuel such as gasoline or diesel with air. That is, it is equipped with a throttle valve for controlling the amount of air drawn into the cylinder, a fuel injection device for injecting fuel into the cylinder, and a spark plug for igniting the air-fuel mixture.

[0017] A torque converter 3 is connected to the output shaft 2 of the engine 1. This torque converter 3 can be configured similarly to those in conventional engines 1, and includes a pump impeller 5 connected to the output shaft 2 of the engine 1 via a front cover 4, and a turbine impeller 6 disposed opposite to the pump impeller 5. Furthermore, a guide wheel 7 for rectifying the discharge flow from the turbine impeller 6 is disposed between the pump impeller 5 and the turbine impeller 6. Additionally, the guide wheel 7 is connected to a fixed portion 9, such as a housing, via a one-way clutch 8.

[0018] Furthermore, a lock-up clutch 10 is provided for setting the speed difference between the pump impeller 5 and the turbine rotor 6 to a desired speed difference or for causing the pump impeller 5 and the turbine rotor 6 to rotate as a unit. Figure 1 In the example shown, the clutch disc 11, which faces the inner side of the front cover 4, is integrated with the turbine rotor 6. Furthermore, an annular friction material 12 is installed on the side of the clutch disc 11 facing the front cover 4 to set the coefficient of friction with the front cover 4 to a predetermined coefficient.

[0019] Therefore, by draining oil from between the front cover 4 and the clutch disc 11, the difference between the hydraulic pressure between the front cover 4 and the clutch disc 11 and the hydraulic pressure on the pump impeller 5 side of the clutch disc 11 increases. As a result, it is possible to set the clutch disc 11 to an engaged state where it contacts the front cover 4 and transmits torque.

[0020] Conversely, by supplying oil to increase the hydraulic pressure between the front cover 4 and the clutch disc 11, the difference between the hydraulic pressure between the front cover 4 and the clutch disc 11 and the hydraulic pressure on the pump impeller 5 side of the clutch disc 11 becomes smaller, or the hydraulic pressure between the front cover 4 and the clutch disc 11 becomes higher than the hydraulic pressure on the pump impeller 5 side of the clutch disc 11. As a result, it is possible to set the clutch disc 11 to a released state where the transmission of torque via the lock-up clutch 10 is blocked after the clutch disc 11 is disengaged from the front cover 4.

[0021] Furthermore, by feeding back the difference between the input speed and the output speed of the hydraulic torque converter 3 to control the hydraulic pressure between the front cover 4 and the clutch disc 11, it is possible to set the pump impeller 5, which is the input-side rotating component of the hydraulic torque converter 3, and the turbine rotor 6, which is the output-side rotating component, to maintain a slip state with a specified speed difference.

[0022] The output shaft 13 of the hydraulic torque converter 3 is connected to the turbine rotor 6, and an automatic transmission 14 is connected to its output shaft 13. This automatic transmission 14 can be configured in the same manner as conventional stepped automatic transmissions. For example, it can be configured to include multiple planetary gear mechanisms and multiple engagement mechanisms connecting two rotating elements of these planetary gear mechanisms or connecting any one rotating element to a fixed part such as a housing. By engaging the engagement mechanism corresponding to a set gear, the gear ratio of the automatic transmission 14 can be set to the gear ratio corresponding to that gear. Alternatively, it can be configured to set the gear corresponding to at least two engagement mechanisms by setting them to an engaged state.

[0023] Furthermore, the engagement mechanism 15 can be configured as a friction engagement mechanism that transmits torque through frictional force corresponding to the contact pressure of a pair of engagement elements, and its engagement pressure can be controlled by a hydraulic actuator (not shown). Additionally, in Figure 1 For convenience, only one engagement mechanism 15 is shown schematically.

[0024] Therefore, by releasing at least one of the engagement mechanisms 15 that engage to set a specified gear, the transmission of torque via the automatic transmission 14 can be blocked; in other words, it can be set to a released state that disconnects the connection between the input and output speeds of the automatic transmission 14. Furthermore, by sliding the engagement mechanism 15, that is, by rotating the pair of engagement elements relative to each other while transmitting torque corresponding to the contact pressure of the pair of engagement elements, the difference between the input and output speeds of the automatic transmission 14 can be appropriately changed.

[0025] Furthermore, a pair of drive wheels 18 are connected to the output shaft 16 of the automatic transmission 14 via a differential gear unit 17.

[0026] Alternatively, the automatic transmission 14 may be a continuously variable transmission mechanism such as a belt-type continuously variable transmission mechanism or a ring-type continuously variable transmission mechanism that continuously changes the gear ratio by changing the winding radius of the transmission belt or changing the tilt angle of the power roller. In the case of such a transmission mechanism, it may be equipped with a coupling mechanism 15 that can selectively block the transmission of torque between the transmission mechanism and the output shaft 13 of the hydraulic torque converter 3.

[0027] Furthermore, in Figure 1The vehicle Ve shown is equipped with an engine speed sensor (crankshaft angle sensor) 19 for detecting engine speed, a brake sensor 20 for detecting the amount or force of the brake pedal (not shown), an acceleration sensor 21 for detecting the front and rear acceleration of the vehicle Ve, a vehicle speed sensor 22 for detecting vehicle speed, a liquid temperature sensor 23 for detecting the temperature of the oil supplied to the torque converter 3 including the aforementioned lock-up clutch 10 or to the hydraulic actuator that controls the engagement mechanism 15 provided in the automatic transmission 14 or for lubricating or cooling the engagement mechanism 15, a camera 24 for photographing the exterior of the vehicle Ve, a GPS receiver 25 for detecting the position of the vehicle Ve, and a switch 26 for selecting the driving mode, etc.

[0028] Furthermore, an electronic control unit (hereinafter referred to as ECU) 27 is provided for controlling the engine 1, the lock-up clutch 10, and the engagement mechanism 15 (specifically, a hydraulic actuator) provided in the automatic transmission 14. This ECU 27, like the ECUs in conventional vehicles, is primarily composed of a microcomputer and is configured to receive signals from various sensors or cameras 24, and output command signals to control the engine 1, the lock-up clutch 10, and the automatic transmission 14 based on the input signals and pre-stored formulas or mappings. In addition, the ECU 27 corresponds to the "controller" in the embodiments of the present invention.

[0029] In the vehicle Ve configured as described above, with the lock-up clutch 10 engaged and the automatic transmission 14 set to a predetermined gear (i.e., engagement mechanism 15 engaged), the engine 1 is mechanically connected to the drive wheels 18, and their speed ratio remains constant. Therefore, if the vehicle Ve decelerates, the engine speed decreases along with the vehicle speed. As a result, if the vehicle speed decreases below a predetermined speed, there is a possibility that the engine speed will decrease to a predetermined speed that would cause the engine to stall. Therefore, the control device in the embodiment of the present invention is configured such that, when it is predicted that the engine speed will decrease below a predetermined speed, at least one of the lock-up clutch 10 and the engagement mechanism 15 is released or slipped, thereby suppressing the decrease in engine speed due to the decrease in vehicle speed.

[0030] exist Figure 2 The diagram shown illustrates the functional structure of the ECU27. Figure 2In the example shown, a speed prediction unit 28, an acceleration prediction unit 29, and a clutch selection unit 30 are included. The speed prediction unit 28 predicts that the engine speed will decrease to below a predetermined speed during deceleration. Specifically, when the rate of change of the brake pedal depressor is greater than a predetermined rate of change, when the brake pedal force is greater than a predetermined force, when the vehicle's deceleration (Ve) is greater than a predetermined deceleration, or when a parking brake (including a handbrake not shown) is applied, the engine speed decreases sharply in response to the vehicle speed. In this situation, with the lock-up clutch 10 engaged and the transmission mechanism 14 set to a predetermined gear, the engine speed may decrease to below the predetermined speed in a very short time. Therefore, the speed prediction unit 28 predicts that the engine speed will decrease to below the predetermined speed during deceleration.

[0031] Furthermore, to improve responsiveness during engagement, the spacing between the opposing friction plates in the released state of the engagement mechanism 15 is set to be relatively small. Moreover, to reduce frictional resistance when the engagement mechanism 15 is slipping, lubricating oil is supplied to the friction plates. Therefore, when the lubricating oil temperature is lower than a specified temperature, the high viscosity of the lubricating oil can generate drag torque between the friction plates, potentially transmitting torque. In this situation, even though the engagement mechanism 15 is in the released state, as the vehicle speed decreases, the engine speed will also decrease, potentially dropping below a specified speed that would cause the engine to stall. Therefore, the speed prediction unit 28 predicts that the engine speed will decrease below the specified speed during deceleration.

[0032] The acceleration prediction unit 29 predicts the acceleration response required after deceleration. Specifically, when accelerating vehicle Ve after deceleration, it predicts that the required torque transmitted to the drive wheels 18 will be above a predetermined torque within a predetermined time from the time acceleration is requested from vehicle Ve. For example, when a sport driving mode with a high increase rate of drive force relative to throttle operation is selected, the acceleration prediction unit 29 predicts the required acceleration response. Furthermore, for example, when avoiding an obstacle in front of vehicle Ve, it is possible to change lanes to accelerate after deceleration. In this case, it is required to quickly set a relatively high acceleration during or after the lane change. That is, the required acceleration response can be predicted based on the driving environment of vehicle Ve. Therefore, the acceleration prediction unit 29 can predict the acceleration response when further acceleration is required based on information received by the camera 24 or the GPS receiver 25.

[0033] If the speed prediction unit 28 predicts that the engine speed will drop below a predetermined speed, the clutch selection unit 30 will select whether to release the lock-up clutch 10 or release the engagement mechanism 15 in order to prevent the engine 1 from stalling. Specifically, if the acceleration prediction unit 29 predicts that acceleration response after deceleration is required, the clutch selection unit 30 will release the engagement mechanism 15; if the acceleration prediction unit 29 does not predict that acceleration response after deceleration is required, that is, if it predicts that acceleration response when no further acceleration is required, the clutch selection unit 30 will release the lock-up clutch 10.

[0034] This is because, compared to releasing the lock-up clutch 10 during deceleration and then engaging it, releasing the engagement mechanism 15 during deceleration and then engaging it results in a shorter time from the output engagement instruction to the transmitted torque reaching or exceeding the specified torque, meaning better engagement responsiveness. Furthermore, this re-engagement responsiveness corresponds to the structure of the lock-up clutch 10 and engagement mechanism 15, as well as the characteristics of the actuator performing the engagement operation.

[0035] exist Figure 3 The diagram shows a flowchart illustrating an example of control performed by the aforementioned ECU27. Figure 3 The control example shown is executed when the lock-up clutch 10 and engagement mechanism 15 are engaged, i.e., when the vehicle Ve is traveling at a preset speed or higher. Figure 3 In the example shown, the first step is to determine whether a braking operation has been performed (step S1). This step S1 can be determined based on the signal from a sensor that detects the amount or force applied to the brake pedal. Furthermore, step S1 is not limited to brake pedal operation; it can also determine whether a parking brake, such as the handbrake, has been applied.

[0036] If the result is negative in step S1 due to no braking operation, the routine ends directly. Conversely, if the result is positive in step S1 due to braking operation, it is determined whether it is necessary to prevent engine 1 from stalling (step S2). That is, the speed prediction unit 28 predicts whether the engine speed will decrease to below a predetermined speed that would cause the engine to stall during deceleration. Specifically, as described above, when the braking force is high or the deceleration is high, such as when the rate of change of the brake pedal depressor is greater than a predetermined rate of change, the braking force of the brake pedal is greater than a predetermined braking force, the deceleration of the vehicle Ve is greater than a predetermined deceleration, or the parking brake is applied, it is determined to be positive in step S2. Alternatively, when the temperature of the lubricating oil is lower than a predetermined temperature, it is determined to be positive in step S2.

[0037] If the condition is negative in step S2 because it is not necessary to prevent engine 1 from stalling, in other words, if the possibility of engine 1 stalling is low, the routine ends directly. Conversely, if the condition is positive in step S2 because it is necessary to prevent engine 1 from stalling, the responsiveness when re-accelerating is determined (step S3). This step S3 can be determined by the acceleration prediction unit 29. That is, if a sport driving mode is selected or in a driving environment where high torque is rapidly required during re-acceleration, the condition is positive in step S3.

[0038] If the response is deemed positive in step S3 due to the need for further acceleration, the engagement mechanism 15 is released (step S4), and the routine ends. Conversely, if the response is deemed negative in step S3 due to the need for further acceleration, the lock-up clutch 10 is released (step S5), and the routine ends. Furthermore, the "release" in steps S4 and S5 includes the sliding state of both the input-side rotating member and the output-side rotating member.

[0039] As described above, a lock-up clutch 10 and an engagement mechanism 15 are provided between the engine 1 and the drive wheel 18. Therefore, even if the vehicle Ve decelerates and the speed of the drive wheel 18 decreases to a low speed due to at least one of the lock-up clutch 10 and the engagement mechanism 15 being in the released state, the engine 1 can still rotate independently. That is, it is possible to prevent the engine speed from decreasing to below a predetermined speed that would cause the engine to stall.

[0040] By allowing the engine 1 to rotate independently to suppress engine speed drop, the acceleration responsiveness when re-acceleration is required is predicted. Then, when acceleration responsiveness is predicted, the engagement mechanism 15, which has good engagement responsiveness, is set to a released state including a slip state. Therefore, the acceleration during re-acceleration can be increased rapidly. In contrast, when acceleration responsiveness is not required during re-acceleration, by releasing the lock-up clutch 10, the output torque of the engine 1 is increased via the torque converter 3, in other words, via fluid, thereby allowing the acceleration of the vehicle Ve to increase slowly. As a result, shocks caused by changes in acceleration during re-acceleration can be suppressed.

[0041] Furthermore, as described above, by setting at least two engagement mechanisms to an engaged state, the automatic transmission 14, configured to set the gear corresponding to the engaged engagement mechanism, can block the transmission of torque between the engine 1 and the drive wheel 18 as long as at least any one of the engagement mechanisms used to set the gear is released. Therefore, in step S4 above, any one of the engagement mechanisms engaged for setting the gear at that point in time can be used.

[0042] In this case, for example, a highly durable engagement mechanism or similar mechanism can be released, and the engagement mechanism to be released can be selected based on the structure of the automatic transmission 14. Alternatively, if the gear to be set during deceleration and re-acceleration may change, the engagement mechanism that was engaged to set the current gear and is different from the engagement mechanism that was engaged to set the gear predicted for re-acceleration can be released. The engagement mechanism to be released can be selected based on the current gear or the gear set after deceleration. Alternatively, the engagement mechanism to be released can be selected based on the magnitude of the estimated input torque during re-acceleration, or based on the external conditions or driving conditions of the vehicle Ve.

[0043] Furthermore, if it can be anticipated that the engine speed of the engine 1 will increase to a preset upper limit speed by releasing the lock-up clutch 10 or the engagement mechanism 15, thus affecting the transmission performance, or that the durability will decrease due to high load when engaging the engagement mechanism 15, then a negative decision can be made in step S2 of the control example described above. That is, the components of the engagement mechanism 15 can be protected prioritizing engine shutdown.

[0044] Furthermore, as described above, the lock-up clutch 10 and the engagement mechanism 15 are configured to switch between an engaged state and a released state (slipping state) hydraulically. Therefore, when the oil temperature is low, the time from engagement indication to the start of engagement action, or from switching to the engaged state, becomes longer depending on the oil viscosity. Consequently, if the engagement mechanism 15 is set to the released state due to the need for responsiveness during re-acceleration, the responsiveness during re-engagement may not be sufficient.

[0045] Therefore, when the oil temperature is low, the engagement mechanism 15 can be set to a slipping state, ensuring responsiveness during re-engagement while allowing the lock-up clutch 10 to slip or release. With this configuration, compared to the case where the engagement mechanism 15 is fully released and then re-engaged when the oil temperature is low, the time until acceleration is generated after a required re-acceleration or until the acceleration reaches or exceeds a specified acceleration can be shortened.

[0046] Symbol Explanation

[0047] 1-Engine, 2, 13, 16-Output shaft, 3-Hydraulic torque converter, 4-Front cover, 5-Pump impeller, 6-Turbine rotor, 7-Guide wheel, 8-One-way clutch, 9-Fixed part, 10-Lock-up clutch, 11-Clutch disc, 12-Friction material, 14-Automatic transmission, 15-Engine engagement mechanism, 17-Differential gear unit, 18-Drive wheel, 19-Engine speed sensor, 20-Brake sensor, 21-Acceleration sensor, 22-Vehicle speed sensor, 23-Fluid temperature sensor, 24-Camera, 25-Receiver, 26-Switch, 27-Electronic control unit (ECU), 28-Speed ​​prediction unit, 29-Acceleration prediction unit, 30-Clutch selector, Ve-Vehicle.

Claims

1. A control device for a vehicle, the vehicle comprising: an engine; a hydraulic torque converter that transmits the output torque of the engine via a fluid; a lock-up clutch that transmits torque between an input-side rotating member and an output-side rotating member of the hydraulic torque converter using friction; and an engagement mechanism capable of setting an engagement state for connecting the output-side rotating member of the hydraulic torque converter to a drive wheel and a release state for disengaging the output-side rotating member from the drive wheel. The vehicle control device is characterized in that... The device includes a controller for controlling the lock-up clutch and the engagement mechanism. The controller has: The engine speed prediction unit predicts that the engine speed will drop below a predetermined speed during the deceleration of the vehicle. An acceleration prediction unit, when the vehicle accelerates after deceleration, predicts that the torque transmitted to the drive wheels within a predetermined time period from the time the vehicle is required to accelerate will be greater than or equal to a predetermined torque; and The clutch selection unit sets the engagement mechanism to the released state when the speed prediction unit predicts that the engine speed will drop below the specified speed and the acceleration prediction unit predicts that the required torque transmitted to the drive wheels within the specified time from the time the vehicle is required to accelerate is above the specified torque; and when the speed prediction unit predicts that the engine speed will drop below the specified speed and the acceleration prediction unit does not predict that the torque transmitted to the drive wheels within the specified time from the time the vehicle is required to accelerate is above the specified torque, the lock-up clutch is released.

2. The vehicle control device according to claim 1, characterized in that, It also includes an automatic transmission capable of changing the gear ratio between the output-side rotating component and the drive wheel. The automatic transmission has multiple engagement mechanisms and is configured to set the gear ratio between the output-side rotating component and the drive wheel to a predetermined gear ratio by engaging at least two engagement mechanisms. The engagement mechanism includes any one of at least two engagement mechanisms engaged for setting the gear ratio of the automatic transmission.

3. The vehicle control device according to claim 1, characterized in that, The lock-up clutch and the engagement mechanism are configured to transmit torque corresponding to the supplied hydraulic pressure. When the temperature of the oil supplied to the lock-up clutch and the clutch is below a predetermined temperature, the clutch selection unit causes the lock-up clutch to slip or engage, and sets the engagement mechanism to the released state.

4. The vehicle control device according to any one of claims 1 to 3, characterized in that, The joining mechanism is configured to connect a pair of joining elements in a manner that allows torque to be transmitted through friction. The release state of the engagement mechanism includes a sliding state in which the pair of engagement elements transmit torque while rotating relative to each other.

Images