Vehicle control device

Abstract

To provide a vehicle control device that can suppress deterioration in NV when regeneration control for regenerating a filter is being performed.SOLUTION: When filter regeneration control is being performed, direct-coupled clutch release control is performed. As a result, while filter regeneration control is being performed, power from an engine is not rigidly transmitted via a direct-coupled clutch, but is fluidly transmitted via a hydraulic power transmission, thereby suppressing fluctuations in engine torque transmitted to the downstream side of the hydraulic power transmission. Therefore, deterioration in NV can be suppressed when filter regeneration control is being performed.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] The present invention relates to a control device for a vehicle equipped with a filter that collects particulate matter contained in the exhaust gas of an engine.

Background Art

[0002] A control device for a vehicle including an engine and a filter that collects particulate matter contained in the exhaust gas of the engine is well known. For example, the control device for an internal combustion engine described in Patent Document 1 is such a device. Patent Document 1 discloses that after the engine is started, by controlling the ignition timing to the retard side and the air-fuel ratio to the lean side, the particulate matter collected in the filter is burned to regenerate the filter.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, when the engine is controlled to regenerate the filter, torque fluctuations between combustion cycles of the engine increase, and there is a risk that the NV of the vehicle deteriorates. "NV" is a general term for noise and vibration generated in the vehicle and represents at least one of noise and vibration in the vehicle.

[0005] The present invention has been made against the background of the above circumstances, and an object thereof is to provide a control device for a vehicle capable of suppressing deterioration of NV when performing regeneration control for regenerating a filter.

Means for Solving the Problems

[0006] The gist of the first invention is as follows: (a) a vehicle comprising an engine, a filter for collecting particulate matter contained in the exhaust of the engine, a fluid transmission device provided in a power transmission path between the engine and drive wheels, and a direct clutch for connecting an input member and an output member of the fluid transmission device; and a control device for the vehicle, the control device including: (b) a regeneration control unit that performs regeneration control for regenerating the filter by controlling the engine so that the particulate matter collected in the filter is easily combusted; and (c) a clutch control unit that performs release control for releasing the direct clutch when the regeneration control is being performed.

Advantages of the Invention

[0007] According to the first invention, release control of the direct clutch is performed when regeneration control of the filter is being performed. As a result, during the execution of the regeneration control of the filter, the power from the engine is not rigidly transmitted via the direct clutch, but is fluidly transmitted via the fluid transmission device, and torque fluctuations of the engine transmitted to the downstream side of the fluid transmission device are suppressed. Therefore, when performing regeneration control of the filter, deterioration of NV can be suppressed.

Brief Description of the Drawings

[0008]

Figure 1

Figure 2

Embodiments for Carrying Out the Invention

[0009] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

Examples

[0010] FIG. 1 is a diagram for explaining the schematic configuration of a vehicle 10 to which the present invention is applied, and is also a diagram for explaining the control functions and the main parts of the control system for various controls in the vehicle 10. In FIG. 1, the vehicle 10 includes an engine 12 as a power source, drive wheels 14, and a power transmission device 16 provided in a power transmission path between the engine 12 and the drive wheels 14.

[0011] The engine 12 is a known internal combustion engine that generates power by burning fuel, and is, for example, a gasoline engine that uses gasoline as fuel. The engine 12 is controlled by an engine control device 50 including an electronic throttle valve, a fuel injection device, an ignition device, etc. provided in the vehicle 10, and the engine torque Te, which is the torque of the engine 12, is controlled by an electronic control device 80 described later.

[0012] The power transmission device 16 includes a torque converter 20 connected to the engine 12, an automatic transmission 22 connected to the torque converter 20, etc. in a case 18 which is a non-rotating member attached to the vehicle body. Further, the power transmission device 16 includes a propeller shaft 26 connected to the transmission output shaft 24, a differential gear 28 connected to the propeller shaft 26, a pair of drive shafts 30 connected to the differential gear 28, etc. The transmission output shaft 24 is an output rotating member of the automatic transmission 22. Further, the power transmission device 16 includes an engine connecting shaft 32 etc. that connect the engine 12 and the torque converter 20.

[0013] The torque converter 20 includes a pump impeller 20p connected to the engine coupling shaft 32 and a turbine impeller 20t connected to the transmission input shaft 34. The transmission input shaft 34 is an input rotating member of the automatic transmission 22. The pump impeller 20p is an input member of the torque converter 20, and the turbine impeller 20t is an output member of the torque converter 20. The torque converter 20 is a fluid transmission device provided in the power transmission path between the engine 12 and the drive wheels 14, particularly in the power transmission path between the engine 12 and the automatic transmission 22. The torque converter 20 transmits the power from the engine 12 from the engine coupling shaft 32 to the transmission input shaft 34 via a fluid.

[0014] The torque converter 20 includes an LU clutch 36 as a direct clutch that connects the pump impeller 20p and the turbine impeller 20t. The LU clutch 36 is a known lock-up clutch, for example, a hydraulic friction engagement device. The control state of the LU clutch 36 is switched by changing the LU torque Tlu, which is the torque capacity of the LU clutch 36, by the LU hydraulic pressure PRlu. The LU hydraulic pressure PRlu is a regulated engagement pressure supplied from the hydraulic control circuit 52 provided in the vehicle 10 to the LU clutch 36.

[0015] The control states of the LU clutch 36 include a released state (synonymous with a fully released state), a slip state in which the LU clutch 36 is engaged with slippage, and an engaged state (synonymous with a fully engaged state). When the LU clutch 36 is in the released state, the torque converter 20 is in a torque converter state in which a torque amplification effect is obtained. Also, when the LU clutch 36 is in the engaged state, the torque converter 20 is in a lock-up state (also referred to as a fully lock-up state) in which the pump impeller 20p and the turbine impeller 20t are integrally rotated.

[0016] The automatic transmission 22 is, for example, a known planetary gear type automatic transmission. The automatic transmission 22 forms any one of a plurality of gear positions (synonymous with gear ratios) having different gear ratios (synonymous with gear ratios) γ (= transmission input rotational speed Ni / transmission output rotational speed No). The transmission input rotational speed Ni is the rotational speed of the transmission input shaft 34 and is the input rotational speed of the automatic transmission 22. The transmission output rotational speed No is the rotational speed of the transmission output shaft 24 and is the output rotational speed of the automatic transmission 22.

[0017] The vehicle 10 is provided with a mechanical oil pump 54. The oil pump 54 is connected to the pump impeller 20p, is rotationally driven by the engine 12, and discharges the hydraulic oil FLD used in the power transmission device 16. The hydraulic oil FLD discharged by the oil pump 54 is supplied to the hydraulic control circuit 52. The hydraulic control circuit 52 supplies, for example, the regulated LU hydraulic pressure PRlu based on the hydraulic oil FLD discharged by the oil pump 54. The hydraulic oil FLD functions as hydraulic oil for shifting the automatic transmission 22, hydraulic oil for switching the control state of the LU clutch 36, and the like.

[0018] The vehicle 10 is provided with a catalyst 56 and a GPF (Gasoline Particulate Filter) 58. The catalyst 56 and the GPF 58 are provided in the exhaust pipe 12e of the engine 12. The catalyst 56 is, for example, a known three-way catalyst that purifies hydrocarbons (HC), carbon monoxide (CO), nitrogen oxides (NOx), etc. contained in the exhaust of the engine 12. The GPF 58 is provided on the downstream side of the catalyst 56. The GPF 58 is a filter that collects particulate matter (synonymous with PM (Particulate Matter)) contained in the exhaust of the engine 12. By providing the GPF 58 in addition to the catalyst 56, the exhaust can be further purified.

[0019] Vehicle 10 further includes an electronic control unit 80 as a controller that controls the vehicle 10 related to the control of the engine 12, the automatic transmission 22, etc. The electronic control unit 80 is configured to include a so-called microcomputer having, for example, a CPU, a RAM, a ROM, an input / output interface, etc. The CPU executes various controls of the vehicle 10 by performing signal processing according to a program stored in the ROM in advance while using the temporary storage function of the RAM, for example.

[0020] Various signals etc. based on detection values by various sensors etc. provided in the vehicle 10 are respectively supplied to the electronic control unit 80. The various sensors etc. are, for example, an engine rotation speed sensor 60, an input rotation speed sensor 62, an output rotation speed sensor 64, an accelerator opening sensor 66, a throttle valve opening sensor 68, an engine oil temperature sensor 70, an engine coolant temperature sensor 72, a working oil temperature sensor 74, an information device 76, etc. The various signals etc. are, for example, an engine rotation speed Ne, a transmission input rotation speed Ni, a transmission output rotation speed No, an accelerator opening θacc, a throttle valve opening θth, an engine oil temperature THeol, an engine coolant temperature THclt, a working oil temperature THfld, a GPF regeneration request signal Sgpf, etc. The engine rotation speed Ne is the rotation speed of the engine 12. The transmission input rotation speed Ni is the same value as the turbine rotation speed Nt which is the output rotation speed of the torque converter 20. The transmission output rotation speed No is the rotation speed corresponding to the vehicle speed V. The accelerator opening θacc is the driver's accelerator operation amount representing the magnitude of the driver's acceleration operation. The throttle valve opening θth is the opening of the electronic throttle valve. The engine oil temperature THeol is the temperature of the lubricating oil of the engine 12. The engine coolant temperature THclt is the temperature of the cooling water of the engine 12. The working oil temperature THfld is the temperature of the working oil FLD.

[0021] From the electronic control unit 80, various command signals and the like are output to each device and the like provided in the vehicle 10. Each device and the like are, for example, the engine control unit 50, the hydraulic control circuit 52, the information device 76, and the like. The various command signals and the like are, for example, the engine control command signal Se, the LU hydraulic control command signal Slu, the information notification signal Sinf, and the like. The engine control command signal Se is a command signal for controlling the engine 12. The LU hydraulic control command signal Slu is a command signal for controlling the LU clutch 36 and is the indicated hydraulic pressure of the LU hydraulic pressure PRlu.

[0022] The information device 76 includes, for example, a touch panel type display and is a device that notifies various information and accepts operations by the driver. The various information is, for example, information for notifying the driver that a process for regenerating the GPF 58 is necessary. The information notification signal Sinf is, for example, a command signal and the like for displaying various information on the information device 76. The GPF regeneration request signal Sgpf is a signal output when a process for regenerating the GPF 58 is requested by a user operation (= driver operation) in the information device 76.

[0023] The electronic control unit 80 includes an engine control unit 82 and a clutch control unit 84 to realize various controls in the vehicle 10.

[0024] The engine control unit 82 calculates the driving demand amount for the vehicle 10 by the driver, for example, by applying the accelerator opening θacc and the vehicle speed V to a driving demand amount map. The driving demand amount map is a relationship for obtaining the driving demand amount that is obtained experimentally or designedly in advance, that is, determined in advance. The driving demand amount is, for example, the required driving torque Trdem, the required driving force Frdem, etc. at the driving wheels 14. The engine control unit 82 outputs the engine control command signal Se for controlling the engine 12 to the engine control unit 50 so as to obtain the required engine torque Tereq for realizing the driving demand amount calculated in consideration of transmission loss, accessory load, gear ratio γ, and the like.

[0025] The clutch control unit 84 determines the control region using, for example, a predetermined lock-up region diagram, and outputs an LU hydraulic pressure control command signal Slu to the hydraulic pressure control circuit 52 to control the LU clutch 36 so that the control state corresponding to the determined control region is realized. When the clutch control unit 84 determines that the control region is the lock-up region, the LU clutch 36 is engaged. On the other hand, when the clutch control unit 84 determines that the control region is the release region, the LU clutch 36 is released. On the other hand, when the clutch control unit 84 determines that the control region is the slip region, the LU clutch 36 is put into the slip state.

[0026] Here, when a large amount of the collected PM accumulates in the GPF 58, the performance deteriorates due to clogging, or the exhaust emission is inhibited. Therefore, the engine control unit 82 functionally includes a regeneration control unit 83 that performs GPF regeneration control CNgpf to avoid or suppress a functional loss of the engine 12 due to excessive accumulation of PM in the GPF 58. The functional loss of the engine 12 due to excessive accumulation of PM is, for example, a decrease in the output of the engine 12 due to an increase in the exhaust pressure loss, a deterioration in fuel consumption, and the like. The regeneration control unit 83 performs GPF regeneration control CNgpf to regenerate the GPF 58 by burning the PM collected in the GPF 58 during vehicle running by controlling the engine 12. The GPF regeneration control CNgpf is a regeneration control for regenerating the GPF 58 by controlling the engine 12 so that the PM collected in the GPF 58 is easily burned.

[0027] The regeneration control unit 83 determines whether or not PM of a predetermined amount Qpmf or more has accumulated in the GPF 58. The regeneration control unit 83 estimates the amount of PM deposition Qpm in the GPF 58 based on vehicle states such as, for example, the driving distance of the vehicle 10, the operation time of the engine 12, and the load of the engine 12. The regeneration control unit 83 determines whether or not PM of a predetermined amount Qpmf or more has accumulated in the GPF 58 based on whether or not the deposition amount Qpm is equal to or more than the predetermined amount Qpmf. The predetermined amount Qpmf is, for example, a predetermined threshold value for determining that a process for regenerating the GPF 58 is necessary. Alternatively, the regeneration control unit 83 may determine whether or not PM of a predetermined amount Qpmf or more has accumulated in the GPF 58 based on whether or not the pressure difference between the upstream pressure and the downstream pressure of the GPF 58 is equal to or more than a predetermined pressure difference. The predetermined pressure difference is, for example, a predetermined threshold value for determining that it is a pressure difference that inhibits the flow of exhaust gas and impairs engine performance.

[0028] When the regeneration control unit 83 determines that PM of a predetermined amount Qpmf or more has accumulated in the GPF 58, it turns on the request flag of the GPF regeneration control CNgpf and performs the GPF regeneration control CNgpf. When the regeneration control unit 83 determines that PM of a predetermined amount Qpmf or more has not accumulated in the GPF 58, it prohibits the request for the GPF regeneration control CNgpf and does not perform the GPF regeneration control CNgpf.

[0029] The regeneration control unit 83 performs GPF regeneration control CNgpf by performing retard control CNrtd that controls the ignition timing to the retard side and lean control CNlnb that controls the air-fuel ratio to the lean side. The air-fuel ratio is the mass ratio of air to fuel supplied to the engine 12 (= air / fuel ratio), which is synonymous with the air-fuel ratio. The lean side is the side where there is more air and less fuel compared to the stoichiometric air-fuel ratio. The temperature of the exhaust gas sent to the GPF 58 is easily increased by the retard control CNrtd. The amount of oxygen contained in the exhaust gas sent to the GPF 58 is easily increased by the lean control CNlnb. The PM collected by the GPF 58 is easily combusted by the retard control CNrtd and the lean control CNlnb. Incidentally, the regeneration control unit 83 may perform GPF regeneration control CNgpf by performing at least the lean control CNlnb.

[0030] By the way, when performing GPF regeneration control CNgpf to burn the PM deposited on the GPF 58 and regenerate the GPF 58, torque fluctuations during the combustion cycle of the engine 12 may increase, and there is a risk that the NV of the vehicle may deteriorate. Therefore, it is difficult to balance the regeneration opportunity of the GPF 58 and the suppression of NV deterioration. In particular, in vehicles with a large amount of PM emissions, it is necessary to increase the regeneration opportunity of the GPF 58, and the above problems are prominent.

[0031] When the power of the engine 12 is rigidly transmitted through the engaged LU clutch 36, the torque fluctuations of the engine 12 are more likely to be transmitted than when it is fluidly transmitted through the torque converter 20 with the LU clutch 36 in the released state. Therefore, when the GPF regeneration control CNgpf is being performed, the electronic control unit 80 transmits the power of the engine 12 by fluid transmission through the torque converter 20 in order to suppress the deterioration of NV and suppress the transmission of the torque fluctuations of the engine 12. That is, the clutch control unit 84 performs a release control CNrls to put the LU clutch 36 in the released state when the GPF regeneration control CNgpf is being performed. For example, when the regeneration control unit 83 determines that PM of a predetermined amount Qpmf or more has accumulated in the GPF 58, the clutch control unit 84 turns on the request flag for the release control CNrls and performs the release control CNrls.

[0032] When the LU clutch 36 is in the engaged state, the fuel efficiency is improved and the drivability such as the acceleration response and the direct feeling is improved compared to the case where it is in the released state. Therefore, the release control CNrls may be executed limitedly.

[0033] For example, normally, the engagement state of the LU clutch 36 is permitted after the warm-up is completed. If the engaged LU clutch 36 is released after the warm-up is completed, it may give the driver a sense of discomfort. In order to avoid or suppress such a sense of discomfort, the clutch control unit 84 determines whether or not the warm-up has been completed. If the warm-up has been completed, the request for the release control CNrls is cancelled and the release control CNrls is not performed.

[0034] The clutch control unit 84 determines whether warm-up is completed based on, for example, whether the engine oil temperature THeol is equal to or higher than a predetermined engine oil temperature THeolf. Alternatively, the clutch control unit 84 determines whether warm-up is completed based on, for example, whether the engine coolant temperature THclt is equal to or higher than a predetermined engine coolant temperature THcltf. Alternatively, the clutch control unit 84 determines whether warm-up is completed based on, for example, whether the operating oil temperature THfld is equal to or higher than a predetermined operating oil temperature THfldf. The predetermined engine oil temperature THeolf, the predetermined engine coolant temperature THcltf, and the predetermined operating oil temperature THfldf are each, for example, a predetermined temperature THf determined in advance for determining that warm-up is completed. Thus, when the temperature of the engine 12 (engine oil temperature THeol, engine coolant temperature THclt) or the operating oil temperature THfld is equal to or higher than the predetermined temperature THf at which warm-up is determined to be completed, the clutch control unit 84 prohibits the release control CNrls.

[0035] Also, for example, during one trip, if the LU clutch 36 is engaged or released in substantially the same driving state, it may give the driver a sense of discomfort. To avoid or suppress such a sense of discomfort, the clutch control unit 84 determines whether there is a history of engaging the LU clutch 36 during one trip, that is, an L / U history. If there is an L / U history, the release control CNrls is prohibited during that one trip. One trip corresponds to, for example, the period from when the power of the vehicle 10 is turned on for vehicle driving until the power of the vehicle 10 is turned off for vehicle parking. The on state of the power of the vehicle 10 is, for example, the ignition-on state, and the off state of the power of the vehicle 10 is, for example, the ignition-off state. Thus, when there is an L / U history after the power of the vehicle 10 is turned on, the clutch control unit 84 prohibits the release control CNrls while the power of the vehicle 10 is on.

[0036] Also, for example, during one trip, it is not preferable for the period of traveling with the LU clutch 36 disengaged to be long. Therefore, the clutch control unit 84 determines whether there is a history of traveling for a predetermined traveling time TMf or more with the LU clutch 36 disengaged during one trip. If there is a history of traveling for a predetermined traveling time TMf or more, the release control CNrls is prohibited during that one trip. The predetermined traveling time TMf is a predetermined threshold value for determining, for example, that the traveling time with the LU clutch 36 disengaged is long. In this way, when the time elapsed since the power supply of the vehicle 10 was turned on and the LU clutch 36 was disengaged and traveled is equal to or more than the predetermined traveling time TMf, the release control CNrls is prohibited while the power supply of the vehicle 10 is turned on.

[0037] When the release control CNrls is prohibited, since the power of the engine 12 cannot be transmitted by fluid transmission through the torque converter 20, the regeneration control unit 83 prohibits the request for the GPF regeneration control CNgpf and does not perform the GPF regeneration control CNgpf. In this way, when the release control CNrls is prohibited, the regeneration control unit 83 prohibits the GPF regeneration control CNgpf.

[0038] When the regeneration opportunity of the GPF 58 is sufficiently ensured, it is not necessary to perform the GPF regeneration control CNgpf any further. This is the same even when a predetermined amount Qpmf or more of PM is deposited on the GPF 58. The regeneration control unit 83 determines whether there is a history of traveling for a predetermined period PTf or more in the execution state of the GPF regeneration control CNgpf. Even when the regeneration control unit 83 determines that a predetermined amount Qpmf or more of PM is deposited on the GPF 58, if there is a history of traveling for a predetermined period PTf or more, the request for the GPF regeneration control CNgpf is prohibited and the GPF regeneration control CNgpf is not performed. The predetermined period PTf is a predetermined threshold value for determining, for example, that the regeneration opportunity of the GPF 58 is sufficiently ensured and is the traveling time in the GPF regeneration control CNgpf.

[0039] If the opportunity to regenerate the GPF58 is sufficiently ensured and the requirement for the GPF regeneration control CNgpf is not made, there is no need to perform the release control CNrls. When the clutch control unit 84 determines that there is a history of running for a predetermined period PTf or more in the execution state of the GPF regeneration control CNgpf by the regeneration control unit 83, the release control CNrls is prohibited. The prohibition of the GPF regeneration control CNgpf and the prohibition of the release control CNrls are a set. In other words, the requirement for the GPF regeneration control CNgpf and the requirement for the release control CNrls are a set.

[0040] When there is no deposition of PM of a predetermined amount Qpmf or more on the GPF58, or even when the release control CNrls is prohibited due to completion of warm-up or the like, when a process to regenerate the GPF58 is required by a user operation, it is better to perform the GPF regeneration control CNgpf. When the GPF regeneration request signal Sgpf is output, the regeneration control unit 83 preferentially turns on the request flag for the GPF regeneration control CNgpf and performs the GPF regeneration control CNgpf. When the GPF regeneration request signal Sgpf is output, the clutch control unit 84 preferentially turns on the request flag for the release control CNrls and performs the release control CNrls.

[0041] When the regeneration control unit 83 terminates the GPF regeneration control CNgpf, after prohibiting the GPF regeneration control CNgpf, that is, after ending the requirement for the GPF regeneration control CNgpf, the lean control CNlnb and the retard control CNrtd are gradually released over a predetermined transition time TPf. The predetermined transition time TPf is a predetermined time for suppressing the shock associated with the release of the GPF regeneration control CNgpf, for example.

[0042] When the GPF playback control CNgpf is prohibited and terminated by the playback control unit 83, the clutch control unit 84 determines whether or not a predetermined transition time TPf has elapsed after the request for the GPF playback control CNgpf is terminated by the playback control unit 83. When the clutch control unit 84 determines that the predetermined transition time TPf has elapsed after the request for the GPF playback control CNgpf is terminated by the playback control unit 83, the clutch control unit 84 cancels the request for the release control CNrls and terminates the release control CNrls. The release control CNrls is terminated after the GPF playback control CNgpf is completely terminated.

[0043] FIG. 2 is a flowchart for explaining the main part of the control operation of the electronic control unit 80, and is a flowchart for explaining the control operation for suppressing the deterioration of the NV when performing the GPF playback control CNgpf, and is repeatedly executed, for example.

[0044] In FIG. 2, first, in step S10 corresponding to the function of the reproduction control unit 83 (hereinafter, steps are omitted), it is determined whether or not PM of a predetermined amount Qpmf or more has accumulated in the GPF 58. When the determination in this S10 is negative, in S20 corresponding to the function of the clutch control unit 84, it is determined whether or not there is an L / U history. When the determination in this S20 is negative, in S30 corresponding to the function of the reproduction control unit 83, it is determined whether or not there is a history of traveling for a predetermined period PTf or more in the execution state of the GPF reproduction control CNgpf. When the determination in this S30 is negative, in S40 corresponding to the function of the reproduction control unit 83, the request flag of the GPF reproduction control CNgpf is turned on, and the GPF reproduction control CNgpf is performed. Next, in S50 corresponding to the function of the clutch control unit 84, it is determined whether or not the engine oil temperature THeol is equal to or higher than a predetermined engine oil temperature THeolf. When the determination in this S50 is negative, in S60 corresponding to the function of the clutch control unit 84, it is determined whether or not the engine coolant temperature THclt is equal to or higher than a predetermined engine coolant temperature THcltf. When the determination in this S60 is negative, in S70 corresponding to the function of the clutch control unit 84, it is determined whether or not the operating oil temperature THfld (see "T / M oil temperature" in the figure) is equal to or higher than a predetermined operating oil temperature THfldf. When the determination in this S70 is negative, in S80 corresponding to the function of the clutch control unit 84, it is determined whether or not there is a history of traveling for a predetermined traveling time TMf or more in the released state of the LU clutch 36. When any one of the determinations in the above S50, the above S60, the above S70, and the above S80 is affirmative, in S90 corresponding to the function of the reproduction control unit 83, the request for the GPF reproduction control CNgpf is prohibited. Next, in S100 corresponding to the function of the clutch control unit 84, it is determined whether or not a predetermined transition time TPf has elapsed after the request for the GPF reproduction control CNgpf has been terminated. When the determination in this S100 is affirmative, in S110 corresponding to the function of the clutch control unit 84, the request for the release control CNrls (see "L / UOFF control" in the figure) is canceled.When any of the determinations in S10, S20, and S30 described above is affirmed, or when, following S110, in S120 corresponding to the function of the playback control unit 83, it is determined whether or not there is a request for GPF playback control CNgpf by a user operation. When the determination in this S120 is affirmed, in S130 corresponding to the function of the playback control unit 83, the request for GPF playback control CNgpf is prohibited. When any of the determinations in S80, S100, and S120 described above is negated, in S140 corresponding to the function of the clutch control unit 84, the request flag for release control CNrls is turned on, and release control CNrls is performed. Next, in S150 corresponding to the function of the playback control unit 83, the request flag for GPF playback control CNgpf is turned on, and GPF playback control CNgpf is performed.

[0045] As described above, according to this embodiment, release control CNrls is performed when GPF playback control CNgpf is being performed. As a result, during the execution of GPF playback control CNgpf, the power from the engine 12 is not rigidly transmitted via the LU clutch 36, but is fluidly transmitted via the torque converter 20. Therefore, during the execution of GPF playback control CNgpf, the torque fluctuations of the engine 12 transmitted to the downstream side of the torque converter 20 are suppressed. Thus, when performing GPF playback control CNgpf, it is possible to suppress the deterioration of the NV of the vehicle 10.

[0046] Also, according to this embodiment, the playback control unit 83 performs GPF playback control CNgpf by performing retard control CNrtd and lean control CNlnb, or at least lean control CNlnb. As a result, the PM collected by the GPF 58 is made easier to burn, and the GPF 58 is appropriately regenerated.

[0047] Also, according to this embodiment, when the temperature of the engine 12 or the operating oil temperature THfld is equal to or higher than a predetermined temperature THf, release control CNrls is prohibited. As a result, the discomfort of the driver due to the LU clutch 36 being released after warm-up is completed is avoided or suppressed.

[0048] Also, according to this embodiment, when there is an L / U history after the power supply of the vehicle 10 is turned on, the release control CNrls is prohibited while the power supply of the vehicle 10 is on. Thereby, the discomfort of the driver caused by the LU clutch 36 being engaged or released in substantially the same driving state during one trip is avoided or suppressed.

[0049] Also, according to this embodiment, when the time for driving with the LU clutch 36 in the released state after the power supply of the vehicle 10 is turned on is equal to or longer than a predetermined driving time TMf, the release control CNrls is prohibited while the power supply of the vehicle 10 is on. Thereby, it is avoided or suppressed that the period of driving with the LU clutch 36 in the released state becomes long during one trip.

[0050] Also, according to this embodiment, when the release control CNrls is prohibited, the GPF regeneration control CNgpf is prohibited. Thereby, when the GPF regeneration control CNgpf is performed, it is avoided that the power from the engine 12 is rigidly transmitted via the LU clutch 36.

[0051] As described above, the embodiments of the present invention have been described in detail with reference to the drawings, but the present invention is also applicable in other aspects.

[0052] For example, in the above-described embodiment, the engine 12 is exemplified as the power source, but the present invention is not limited to this aspect. For example, in addition to the engine 12, an electric motor may be used as the power source.

[0053] Also, in the above-described embodiment, the flowchart of FIG. 2 may include at least S140 and S150.

[0054] Also, in the above-described embodiment, the planetary gear type automatic transmission is exemplified as the automatic transmission 22, but the present invention is not limited to this aspect. For example, the automatic transmission 22 may be a known belt type continuously variable transmission or the like.

[0055] In addition, in the above-described embodiment, the present invention can be applied to a vehicle including the engine 12, the GPF 58, the torque converter 20, and the LU clutch 36. Note that, as the fluid transmission device, instead of the torque converter 20, another fluid transmission device such as a fluid coupling without a torque amplification function may be used.

[0056] Note that the above is merely one embodiment, and the present invention can be implemented in various modified and improved forms based on the knowledge of those skilled in the art.

Explanation of Reference Numerals

[0057] 10: Vehicle 12: Engine 14: Driving wheel 20: Torque converter (fluid transmission device) 20p: Pump impeller (input member) 20t: Turbine impeller (output member) 36: LU clutch (direct connection clutch) 58: GPF (filter) 80: Electronic control unit (control unit) 83: Regeneration control unit 84: Clutch control unit FLD: Working oil

Claims

1. A control device for a vehicle, comprising: an engine; a filter that collects particulate matter contained in the exhaust of the engine; a fluid transmission device provided in a power transmission path between the engine and drive wheels; and a direct connection clutch that connects an input member and an output member of the fluid transmission device, wherein: a regeneration control unit that performs regeneration control to regenerate the filter by controlling the engine so that the particulate matter collected by the filter is easily combusted; a clutch control unit that performs release control to place the direct connection clutch in a released state when the regeneration control is being performed; The control device for a vehicle, characterized by including the above.

2. The control device for a vehicle according to claim 1, wherein the regeneration control unit performs retard control for controlling the ignition timing to the retard side and lean control for controlling the air-fuel ratio to the lean side, or performs the regeneration control by performing the lean control.

3. The clutch control unit prohibits the release control when the temperature of the engine or the temperature of the operating oil of the direct connection clutch is equal to or higher than a predetermined temperature at which it is determined that warm-up is completed. The control device for a vehicle according to claim 1 or 2, wherein the regeneration control unit prohibits the regeneration control when the release control is prohibited.

4. The clutch control unit prohibits the release control while the power supply of the vehicle is in the on state when there is a history of engaging the direct connection clutch after the power supply of the vehicle is turned on. The control device for a vehicle according to claim 1 or 2, wherein the regeneration control unit prohibits the regeneration control when the release control is prohibited.

5. The clutch control unit prohibits the release control while the power supply of the vehicle is in the on state when the time of traveling with the direct connection clutch in the released state after the power supply of the vehicle is turned on is equal to or longer than a predetermined traveling time. The control device for a vehicle according to claim 1 or 2, wherein the regeneration control unit prohibits the regeneration control when the release control is prohibited.

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