Vehicle control device

Abstract

To appropriately correct an indicative pressure of a lockup clutch by learning.SOLUTION: In controlling slip control of a lockup clutch, in a case where it is determined that an actual measurement value of a slip amount of the lockup clutch has been converged to a given range in respect to a target value, a correction amount of the lockup clutch relative to an instruction pressure per feedback control is obtained. An instruction pressure of the lockup clutch that is set at the next slip control is corrected by learning using the correction amount, and the given range is set on the basis of the target value of the slip amount of the lockup clutch. Therefore, it is easy to obtain the correction amount in the case of the slip amount being actually converged, in comparison with the case of the given range being set uniformly. Thus it is possible to appropriately correct the instruction pressure of the lockup clutch by learning.SELECTED DRAWING: Figure 4

Description

Technical Field

[0001] The present invention relates to a control device for a vehicle including a fluid transmission device with a lock-up clutch provided between a power source and drive wheels.

Background Art

[0002] A control device for a vehicle including a power source and a fluid transmission device having a lock-up clutch provided in a power transmission path between the power source and drive wheels is well known. For example, a control device for a lock-up clutch described in Patent Document 1 is such a device. This Patent Document 1 discloses that when switching the lock-up clutch from a released state to an engaged state, a value obtained by subtracting an indicated pressure from an estimated pressure of the lock-up clutch when the slip amount of the lock-up clutch becomes less than a predetermined value is compared with a predetermined reference value, and the indicated pressure at the start of release of the lock-up clutch is corrected according to a set learning correction value.

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 slip amount of the lock-up clutch is less than a predetermined value, it includes a state where the slip amount is zero due to the engagement state of the lock-up clutch caused by excessive hydraulic pressure of the lock-up clutch. Therefore, there is a possibility that the hydraulic pressure of the lock-up clutch cannot be appropriately corrected by learning. For example, when performing slip control of the lock-up clutch to correct the command pressure of the lock-up clutch by feedback control so that the slip amount of the lock-up clutch becomes the target value, when the slip amount of the lock-up clutch converges within a predetermined range with respect to the target value, it is conceivable to correct the command pressure of the lock-up clutch in the next slip control by learning using the correction amount by the feedback control. In this learning, when a zero value of the slip amount is included within a predetermined range with respect to the target value of the slip amount, there may be a case where it is determined that convergence has occurred when the slip amount is zero. In this case, actually, the lock-up clutch is only in a fully engaged state, and the slip control is not being stably performed. However, if the correction amount by the feedback control when it is determined that convergence has occurred is used, there is a possibility that the hydraulic pressure of the lock-up clutch cannot be appropriately corrected by learning.

[0005] The present invention has been made in view of the above circumstances, and an object thereof is to provide a vehicle control device capable of appropriately correcting the command pressure of a lock-up clutch by learning.

Means for Solving the Problems

[0006] The gist of the first invention is a control device for a vehicle comprising: (a) a power source; and a fluid transmission device having a lock-up clutch provided in a power transmission path between the power source and drive wheels, the control device being configured to: (b) control the lock-up clutch to be in any one of a released state, a slip state, and an engaged state, and perform slip control for controlling the lock-up clutch to be in the slip state by setting a command pressure of the lock-up clutch that realizes a target value of a slip amount, which is a rotational speed difference between an input rotational speed and an output rotational speed of the lock-up clutch, and correcting the command pressure of the lock-up clutch by feedback control so that an actual value of the slip amount becomes the target value of the slip amount; (c) when it is determined that the actual value of the slip amount has converged within a predetermined range with respect to the target value of the slip amount during the slip control, obtaining a correction amount for the command pressure of the lock-up clutch by the feedback control, and correcting, by learning using the correction amount, the command pressure of the lock-up clutch set in a next slip control; and (d) the learning control unit sets the predetermined range based on the target value of the slip amount. wherein (e) the learning control unit sets the predetermined range such that a zero value of the slip amount is not included in the predetermined range with respect to the target value of the slip amount It lies in this.

[0008] Also, the 2 invention is that in the vehicle control device according to the 1 invention, the learning control unit sets different values for a positive-side predetermined range with respect to the target value of the slip amount and a negative-side predetermined range with respect to the target value of the slip amount.

[0009] Also, the 3 invention is that in the vehicle control device according to the 2 invention, when the target value of the slip amount is a positive value, the learning control unit sets the negative-side predetermined range to a smaller value than the positive-side predetermined range, while when the target value of the slip amount is a negative value, the learning control unit sets the positive-side predetermined range to a smaller value than the negative-side predetermined range.

[0010] Further, in the invention of 4 in the vehicle control device according to any one of the inventions from the first invention to the invention of 3 when a state where the actual value of the slip amount is within the predetermined range continues for a predetermined time or more, the learning control unit determines that the actual value of the slip amount has converged within the predetermined range.

[0011] Further, in the invention of 5 in the vehicle control device according to any one of the inventions from the first invention to the invention of 4 the predetermined range is a predetermined threshold value that can be determined to be controlled to a target slip state.

Advantages of the Invention

[0012] According to the first invention, in the slip control of the lock-up clutch, when it is determined that the actual value of the slip amount of the lock-up clutch has converged within a predetermined range with respect to the target value, a correction amount for the command pressure of the lock-up clutch by feedback control is obtained, and the command pressure of the lock-up clutch set in the next slip control is corrected by learning using the correction amount. Since the predetermined range is set based on the target value of the slip amount of the lock-up clutch, it is easier to obtain the correction amount when the slip amount actually converges compared to the case where the predetermined range is set to a uniform value. Therefore, the command pressure of the lock-up clutch can be appropriately corrected by learning.

[0013] Further, according to the invention of 1 since the predetermined range is set so that the zero value of the slip amount is not included within the predetermined range with respect to the target value of the slip amount of the lock-up clutch, the correction amount when the slip amount actually converges can be appropriately obtained.

[0014] Further, in the invention of 2According to the invention, since the positive predetermined range with respect to the target value of the slip amount of the lock-up clutch and the negative predetermined range with respect to the target value of the slip amount are set to different values, the predetermined range can be set so that the zero value of the slip amount is not included within the predetermined range with respect to the target value of the slip amount.

[0015] Also, according to the 3 invention, when the target value of the slip amount of the lock-up clutch is a positive value, the negative predetermined range is set to a smaller value than the positive predetermined range, while when the target value of the slip amount is a negative value, the positive predetermined range is set to a smaller value than the negative predetermined range. Therefore, whether the target value of the slip amount of the lock-up clutch is a positive value or a negative value, the command pressure of the lock-up clutch can be appropriately corrected by learning.

[0016] Also, according to the 4 invention, when the state where the actual value of the slip amount of the lock-up clutch is within the predetermined range continues for a predetermined time or more, it is determined that the actual value of the slip amount has converged within the predetermined range. Therefore, the correction amount when the slip control is being stably performed can be obtained.

[0017] Also, according to the 5 invention, since the predetermined range is a predetermined threshold value that can be determined to be controlled to the target slip state, the command pressure of the lock-up clutch can be appropriately corrected by learning.

Brief Description of the Drawings

[0018]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Embodiments for Carrying Out the Invention

[0019] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

Example

[0020] FIG. 1 is a diagram for explaining the schematic configuration of the vehicle 10 to which the present invention is applied, and is a diagram for explaining the main parts of the control functions and control systems for various controls in the vehicle 10. In FIG. 1, the vehicle 10 includes an engine 12, drive wheels 14, and a power transmission device 16 provided in the power transmission path between the engine 12 and the drive wheels 14.

[0021] The engine 12 is the power source of the vehicle 10. The engine 12 is a known internal combustion engine such as a gasoline engine or a diesel engine. The engine 12 is controlled by an engine control device 50 including a throttle actuator, a fuel injection device, an ignition device, etc. provided in the vehicle 10 by an electronic control device 80 described later, so that the engine torque Te, which is the output torque of the engine 12, is controlled.

[0022] The power transmission device 16 includes a torque converter 20, an automatic transmission 22, etc. within a case 18 which is a non-rotating member attached to the vehicle body. The torque converter 20 is connected to the engine 12. The automatic transmission 22 is connected to the torque converter 20 and is interposed in the power transmission path between the torque converter 20 and the drive wheels 14. Also, the power transmission device 16 includes a propeller shaft 26 connected to the transmission output shaft 24 which is the output rotating member of the automatic transmission 22, a differential gear 28 connected to the propeller shaft 26, a pair of drive shafts 30 connected to the differential gear 28, etc. Also, the power transmission device 16 includes an engine connecting shaft 32 etc. that connects the engine 12 and the torque converter 20.

[0023] The torque converter 20 includes a pump impeller 20a connected to the engine connecting shaft 32 and a turbine impeller 20b connected to the transmission input shaft 34 which is the input rotating member of the automatic transmission 22. The pump impeller 20a is the input member of the torque converter 20, and the turbine impeller 20b is the output member of the torque converter 20. The engine connecting shaft 32 is also the input rotating member of the torque converter 20. The transmission input shaft 34 is also the output rotating member of the torque converter 20 which is integrally formed with a turbine shaft that is rotationally driven by the turbine impeller 20b. The torque converter 20 is a fluid transmission device provided in the power transmission path between the engine 12 and the drive wheels 14 that transmits the power from the engine 12 to the transmission input shaft 34 via a fluid from the engine connecting shaft 32. The torque converter 20 includes an LU clutch 36 that connects the pump impeller 20a and the turbine impeller 20b, that is, connects the engine connecting shaft 32 and the transmission input shaft 34. The LU clutch 36 is a direct connection clutch that connects the input and output rotating members of the torque converter 20, that is, a known lock-up clutch.

[0024] The LU clutch 36 is a hydraulic friction engagement device constituted by, for example, a multi-plate or single-plate clutch. The operating state, that is, 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 regulated hydraulic pressure PRlu of the LU oil supplied from the hydraulic control circuit 52 provided in the vehicle 10.

[0025] As control states of the LU clutch 36, there are a released state (also referred to as a fully released state) in which the LU clutch 36 is released, a slip state in which the LU clutch 36 is engaged with slippage, and an engaged state (also referred to as a fully engaged state) in which the LU clutch 36 is engaged. When the LU clutch 36 is set in the released state, the torque converter 20 is set in a torque converter state in which a torque amplification effect is obtained. Also, when the LU clutch 36 is set in the engaged state, the torque converter 20 is set in a lock-up state in which the pump impeller 20a and the turbine impeller 20b are integrally rotated.

[0026] The automatic transmission 22 is a known planetary gear type automatic transmission including, for example, one or a plurality of sets of planetary gear devices (not shown) and an engagement device CB. The engagement device CB includes, for example, a plurality of known hydraulic friction engagement devices. The control states such as the engaged state, the slip state, and the released state of the engagement device CB are switched by changing the CB torque Tcb, which is the torque capacity of each, by the regulated hydraulic pressure PRcb of the CB oil supplied from the hydraulic control circuit 52.

[0027] The automatic transmission 22 is a stepped transmission in which a gear stage among a plurality of gear stages (also referred to as gear steps) with different gear ratios (also referred to as gear ratios) γat (= AT input rotational speed Ni / AT output rotational speed No) is formed by the engagement of any one of the engagement devices of the engagement device CB. The automatic transmission 22 is switched between gear stages formed according to the driver's ( = driver) accelerator operation, vehicle speed V, etc. by an electronic control device 80 described later. The AT 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 AT input rotational speed Ni is the same value as the turbine rotational speed Nt which is the output rotational speed of the torque converter 20, that is, the LU output rotational speed which is the output rotational speed of the LU clutch 36. The AT input rotational speed Ni can be represented by the turbine rotational speed Nt. The AT 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.

[0028] In the power transmission device 16, the power output from the engine 12 is transmitted from the engine connection shaft 32 to the drive wheels 14 through the torque converter 20, the automatic transmission 22, the propeller shaft 26, the differential gear 28, the drive shaft 30, etc. in sequence. The power is the same as the driving force, torque, and force when not particularly distinguished.

[0029] The vehicle 10 is equipped with a mechanical oil pump MOP54. The MOP54 is connected to the pump impeller 20a and is rotationally driven by the engine 12 to discharge the hydraulic oil OIL used in the power transmission device 16. The hydraulic oil OIL discharged by the MOP54 is supplied to the hydraulic control circuit 52. The hydraulic control circuit 52 supplies the regulated CB hydraulic pressure PRcb, LU hydraulic pressure PRlu, etc. based on the hydraulic oil OIL discharged by the MOP54.

[0030] Vehicle 10 further includes an electronic control unit 80 that includes a control unit for the vehicle 10. The electronic control unit 80 is configured to include a so-called microcomputer including, for example, a CPU, a RAM, a ROM, an input / output interface, etc. The CPU performs signal processing according to a program stored in advance in the ROM while using the temporary storage function of the RAM, thereby executing various controls of the vehicle 10. The electronic control unit 80 is configured to include respective computers for engine control, clutch control, transmission control, etc., as necessary.

[0031] Various signals (for example, the engine rotational speed Ne which is the rotational speed of the engine 12, the turbine rotational speed Nt which is the same value as the AT input rotational speed Ni, the AT output rotational speed No corresponding to the vehicle speed V, the accelerator opening θacc which is the driver's accelerator operation amount representing the magnitude of the driver's acceleration operation, the throttle valve opening θth which is the opening of the electronic throttle valve, the brake-on signal Bon which is a signal indicating that the brake pedal for operating the wheel brake is being operated by the driver, the operating oil temperature THoil which is the temperature of the operating oil OIL in the hydraulic control circuit 52, etc.) based on detection values from various sensors etc. (for example, the engine rotational speed sensor 60, the turbine rotational speed sensor 62, the output rotational speed sensor 64, the accelerator opening sensor 66, the throttle valve opening sensor 68, the brake switch 70, the oil temperature sensor 72, etc.) provided in the vehicle 10 are respectively supplied to the electronic control unit 80. The engine rotational speed Ne is the same value as the input rotational speed of the torque converter 20, that is, the input rotational speed of the LU clutch 36.

[0032] Various command signals (for example, the engine control command signal Se for controlling the engine 12, the CB hydraulic control command signal Scb for controlling the engagement device CB, the LU hydraulic control command signal Slu for controlling the LU clutch 36, etc.) are respectively output from the electronic control unit 80 to various devices (for example, the engine control unit 50, the hydraulic control circuit 52, etc.) provided in the vehicle 10.

[0033] Regarding each hydraulic control command signal S, the LU hydraulic control command signal Slu will be exemplified and described. The electronic control unit 80 calculates the LU clutch command pressure Splu, which is the command pressure of the LU clutch 36 for supplying the LU hydraulic pressure PRlu regulated from the hydraulic control circuit 52 as the command value of the LU hydraulic pressure PRlu. The command pressure is the target hydraulic pressure instructed from the electronic control unit 80 with respect to the hydraulic oil OIL supplied to the engaging device, and the actual hydraulic pressure, i.e., the actual oil pressure supplied to the engaging device, changes according to this command pressure. The electronic control unit 80 converts the LU clutch command pressure Splu into an LU command current value Silu for driving the LU solenoid SLlu provided in the hydraulic control circuit 52. The LU solenoid SLlu is a solenoid valve for the LU clutch 36 that outputs the LU hydraulic pressure PRlu. The LU command current value Silu is the command current for the solenoid driver, which is a drive circuit provided in the electronic control unit 80 for driving the LU solenoid SLlu. The LU hydraulic control command signal Slu is a drive current or drive voltage for the solenoid driver to drive the LU solenoid SLlu based on the LU command current value Silu. That is, the LU clutch command pressure Splu is converted into the LU hydraulic control command signal Slu and output to the hydraulic control circuit 52. In this embodiment, for convenience, the LU clutch command pressure Splu and the LU hydraulic control command signal Slu are treated synonymously.

[0034] The electronic control unit 80 includes an engine control means, i.e., an engine control unit 82, a transmission control means, i.e., a transmission control unit 84, an LU clutch control means, i.e., an LU clutch control unit 86, and a learning control means, i.e., a learning control unit 88, to realize various controls in the vehicle 10.

[0035] The engine control unit 82 is a power source control means, i.e., a power source control unit, that controls the operation of the engine 12 as a power source. 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 obtained experimentally or designedly in advance and stored, i.e., a predetermined relationship. The driving demand amount is, for example, the required driving torque Trdem at the driving wheels 14. As the driving demand amount, the required driving force Frdem [N] at the driving wheels 14, the required AT output torque at the transmission output shaft 24, etc. can also be used. In the calculation of the driving demand amount, the AT output rotational speed No, etc. may be used instead of the vehicle speed V. The engine control unit 82 outputs an engine control command signal Se to the engine control device 50 to control the engine 12 so as to realize the required driving torque Trdem, taking into account transmission losses, auxiliary load, the gear ratio γat of the automatic transmission 22, etc.

[0036] The transmission control unit 84 performs a shift determination of the automatic transmission 22 using, for example, a shift map that is a predetermined relationship, and outputs a CB hydraulic pressure control command signal Scb to the hydraulic pressure control circuit 52 as necessary, i.e., according to the result of the shift determination, to execute the shift control of the automatic transmission 22. In the shift control of the automatic transmission 22, the transmission control unit 84 performs the shift of the automatic transmission 22, for example, by switching the release side engaging device of the engaging device CB to the released state and switching the engaging side engaging device of the engaging device CB to the engaged state. The shift map is a predetermined relationship having a shift line for determining the shift of the automatic transmission 22 on a two-dimensional coordinate with, for example, the vehicle speed V and the required driving torque Trdem as variables. In the shift map, the AT output rotational speed No, etc. may be used instead of the vehicle speed V, and the required driving force Frdem, the accelerator opening θacc, the throttle valve opening θth, etc. may be used instead of the required driving torque Trdem.

[0037] The LU clutch control unit 86 controls the LU clutch 36 so as to be in any one of a released state, a slip state, and an engaged state, that is, it is a lock-up clutch control unit that controls the control state of the LU clutch 36. Specifically, for example, the LU clutch control unit 86 determines the control region using a lock-up region diagram that is a predetermined relationship, and outputs a LU hydraulic pressure control command signal Slu for supplying the LU hydraulic pressure PRlu corresponding to the determined control region to the LU clutch 36 to the hydraulic pressure control circuit 52 so that the control state corresponding to the determined control region is realized. The lock-up region diagram has a predetermined relationship including a full release region, that is, a lock-up off region, a slip region, and a full engagement region, that is, a lock-up region, on two-dimensional coordinates with, for example, the vehicle speed V and the required drive torque Trdem as variables.

[0038] When the LU clutch control unit 86 determines that the control region is the lock-up region, it sets the LU hydraulic pressure PRlu for obtaining the LU torque Tlu capable of transmitting the input torque to the LU clutch 36, that is, the LU input torque Tinlu, and executes the lock-up control of the LU clutch 36 to bring the LU clutch 36 into the fully engaged state. The LU input torque Tinlu is, for example, the engine torque Te. The LU torque Tlu capable of transmitting the LU input torque Tinlu is, for example, a torque value obtained by multiplying the LU input torque Tinlu by a safety factor (>1).

[0039] If the LU torque Tlu is small relative to the LU input torque Tinlu, slippage occurs in the LU clutch 36. When the LU clutch control unit 86 determines that the control region is the slip region, for the LU input torque Tinlu, it sets the LU hydraulic pressure PRlu for realizing the target LU slip amount Nslplut, which is the target value of the slip amount of the LU clutch 36, i.e., the LU slip amount Nslplu, and performs slip control of the LU clutch 36, i.e., LU slip control, to make the LU clutch 36 in the target slip state. The target slip state of the LU clutch 36 is the target slip state in which the target LU slip amount Nslplut is realized. That is, the LU clutch control unit 86 performs LU slip control to control the LU clutch 36 to be in a slip state by setting the LU clutch command pressure Splu that realizes the target LU slip amount Nslplut. The LU slip amount Nslplu is the rotational speed difference (= Ne - Nt) between the LU input rotational speed (= engine rotational speed Ne) and the LU output rotational speed (= turbine rotational speed Nt). In the lock-up region diagram, the slip region is set, for example, in a low vehicle speed region compared to the lock-up region, and is a region for improving energy efficiency and drivability in a slip state in a region where it is difficult to execute lock-up control. Also, the slip region is a region set in consideration of drivability, cabin noise, etc. (e.g., NV (noise and vibration) performance).

[0040] The LU slip control includes an acceleration slip control and a deceleration slip control. The acceleration slip control is the LU slip control for controlling the LU clutch 36 so that the slip state is maintained when the vehicle starts with the accelerator off and then turned on, during steady driving with the accelerator on maintained, during acceleration driving with increased accelerator pedal depression, etc. Thereby, when the vehicle 10 is in a driving state, for example, the surging of the engine rotational speed Ne is suppressed, and the cabin heat buildup noise, etc. are suppressed. The deceleration slip control is the LU slip control for controlling the LU clutch 36 so that the engine 12 is caused to rotate following the input shaft 34 of the transmission during deceleration driving with the accelerator off. Thereby, when the vehicle 10 is in a driven state, for example, the fuel cut region where a fuel cut operation for stopping the fuel supply to the engine 12 can be executed is expanded. By appropriately controlling the LU slip amount Nslplu by the LU slip control, it becomes possible to achieve both improvement in energy efficiency and improvement in NV performance, for example.

[0041] FIG. 2 is a diagram showing an example of a time chart when acceleration slip control for shifting the LU clutch 36 from the released state to the slip state is executed. In FIG. 2, the time point t1a indicates the time when the packing control of the LU clutch 36, that is, the LU packing control, is started because it is determined that the control region has reached the slip region, for example, during acceleration running. The packing control is a control for setting the friction engagement device to a packed completion state in which the pack clearance in the friction plate or the like of the friction engagement device is packed. The packed completion state of the friction engagement device is a state in which the friction engagement device starts to have a torque capacity if the hydraulic pressure supplied to the friction engagement device is increased from the packed completion state. In the LU packing control, first, in order to improve the initial responsiveness of the LU hydraulic pressure PRlu, a quick apply (= QA) that outputs an LU clutch command pressure Splu that becomes a temporarily high rapid filling pressure is executed (see the time point t1a - t2a), and then, in order to complete the packing of the LU clutch 36, a constant pressure standby that outputs an LU clutch command pressure Splu that becomes a constant pressure standby pressure lower than the rapid filling pressure is executed (see the time point t2a - t3a). After a predetermined QA time and a constant pressure standby time, which are the times required for the LU packing control, have elapsed from the start time of the LU packing control, the acceleration slip control is started (see the time point t3a). In the acceleration slip control, a sweep-up in which the LU clutch command pressure Splu is gradually increased is executed so that the actual LU slip amount Nslplur, which is the actual value of the LU slip amount Nslplu, approaches the target LU slip amount Nslplut (see the time point t3a - t4a). Thereafter, an LU slip control that outputs an LU clutch command pressure Splu for setting the actual LU slip amount Nslplur to the target LU slip amount Nslplut is executed (see after the time point t4a).

[0042] When performing LU slip control, the LU clutch control unit 86 corrects the LU clutch command pressure Splu by feedback (=FB) control so that the actual LU slip amount Nslplur becomes the target LU slip amount Nslplut. The LU clutch control unit 86 corrects the LU clutch command pressure Splu in the LU slip control shown after the time point t4a in FIG. 2, for example, by FB control to make the actual LU slip amount Nslplur the target LU slip amount Nslplut. Specifically, as shown in the following equation (1), the LU clutch control unit 86 corrects the LU clutch command pressure Splu by adding the hydraulic pressure FB value Splufb as the FB amount to the hydraulic pressure FF value Spluff as the feed-forward (=FF) amount of the LU clutch command pressure Splu. In the following equation (1), "Spluff" is the hydraulic pressure FF value, which is the LU clutch command pressure Splu for making the actual LU slip amount Nslplur the target LU slip amount Nslplut, and "Splufb" is the hydraulic pressure FB value, which is the correction amount for the LU clutch command pressure Splu by FB control to correct the hydraulic pressure FF value Spluff. The LU clutch control unit 86 calculates the hydraulic pressure FF value Spluff using, for example, a map or function in which values corresponding to the LU input torque Tinlu and the target LU slip amount Nslplut are predetermined. The map or function is predetermined such that, for example, the larger the LU input torque Tinlu, the larger the hydraulic pressure FF value Spluff. The LU clutch control unit 86 calculates the hydraulic pressure FB value Splufb using, for example, the following equation (2). Equation (2) is a predetermined FB control equation having a proportional term (P component), an integral term (I component), and a derivative term (D component). In Equation (2), the first term on the right side is the proportional term, the second term on the right side is the integral term, and the third term on the right side is the derivative term. "ΔNs" is the slip amount difference (=Nslplur - Nslplut) as the difference between the actual LU slip amount Nslplur and the target LU slip amount Nslplut, "Kp" is the proportional constant (gain), "Ki" is the integral constant (gain), and "Kd" is the derivative constant (gain).

[0043] Splu = Spluff + Splufb ···(1) Splufb = Kp×ΔNs + Ki×∫(ΔNs)dt + Kd×d(ΔNs) / dt ···(2)

[0044] When the learning control unit 88 determines that the actual LU slip amount Nslplur has converged within a predetermined range RNGf with respect to the target LU slip amount Nslplut during LU slip control, it acquires the hydraulic FB value. The learning control unit 88 corrects the LU clutch command pressure Splu set in the next LU slip control by learning using the acquired hydraulic FB value. The hydraulic FB value is a learning value for learning the LU clutch command pressure Splu. The LU clutch command pressure Splu set in the next LU slip control is, for example, the hydraulic FF value Spluff calculated using a predetermined map or function. The learning control unit 88 adds the hydraulic FB value to the hydraulic FF value Spluff(Tinlu, Nslplut) corresponding to the LU input torque Tinlu and the target LU slip amount Nslplut in a predetermined map used in the current LU slip control, for example, to rewrite the hydraulic FF value Spluff(Tinlu, Nslplut) in that map. The predetermined range RNGf is a predetermined threshold value that can be used to determine, for example, that the LU clutch 36 is being controlled to the target slip state. By learning the LU clutch command pressure Splu at which the LU slip amount Nslplu in LU slip control can be appropriately controlled, it becomes possible to, for example, cope with individual variations and aging deterioration.

[0045] Due to the influence of noise or the like, or when the change in the actual LU slip amount Nslplur is large, there may be a temporary situation where the actual LU slip amount Nslplur enters within the predetermined range RNGf. In such a case, it cannot be said that the actual LU slip amount Nslplur has converged within the predetermined range RNGf. Therefore, the learning control unit 88 determines that the actual LU slip amount Nslplur has converged within the predetermined range RNGf when the state where the actual LU slip amount Nslplur has entered within the predetermined range RNGf continues for a predetermined time TMf or more. The predetermined time TMf is a predetermined threshold value for determining that the LU slip control is being performed stably.

[0046] Incidentally, in the learning using the hydraulic FB value, when determining whether the actual LU slip amount Nslplur converges within a predetermined range RNGf using a uniform predetermined range RNGf regardless of the target LU slip amount Nslplut, there is a possibility that it may be determined that the actual LU slip amount Nslplur has converged within the predetermined range RNGf when the LU slip control is not being performed stably. For example, when the actual LU slip amount Nslplur is zero, in reality, only the LU clutch 36 is in a fully engaged state, and the LU slip control is not being performed stably. When the zero value of the LU slip amount Nslplu is included within the predetermined range RNGf with respect to the target LU slip amount Nslplut, if it is determined that the actual LU slip amount Nslplur has converged within the predetermined range RNGf when the actual LU slip amount Nslplur is zero, and the hydraulic FB value at that time is used, there is a possibility that the LU clutch command pressure Splu cannot be appropriately corrected by learning.

[0047] Therefore, the learning control unit 88 sets the predetermined range RNGf based on the target LU slip amount Nslplut.

[0048] FIG. 3 is a diagram for explaining an example of a method for setting the predetermined range RNGf. In FIG. 3, using the symbols “α(>0)”, “β(>0)”, “Nslplut1(>0)”, and “Nslplut2(>0)”, when the same symbol is attached, the values indicate that the absolute values are the same.

[0049] In the present Example A, a predetermined range RNGf of “±α” is set with respect to the first target LU slip amount Nslplut1. In the present Example A, not only within the positive-side predetermined range RNGf of “+α”, but also within the negative-side predetermined range RNGf of “-α”, the zero value of the LU slip amount Nslplu is not included. Therefore, in the present Example A, it is not determined that the actual LU slip amount Nslplur has converged within the predetermined range RNGf when the actual LU slip amount Nslplur is zero.

[0050] On the one hand, in Comparative Example A, a predetermined range RNGf of "±α" is set in the same manner as in Example A for a second target LU slip amount Nslplut2 that is smaller than the first target LU slip amount Nslplut1. However, in Comparative Example A, unlike Example A, the zero value of the LU slip amount Nslplu is included within the negative-side predetermined range RNGf that becomes "-α". Therefore, in Comparative Example A, there may be a case where it is determined that the actual LU slip amount Nslplur converges within the predetermined range RNGf when it is zero. Then, in Comparative Example A, there is a possibility that the LU clutch command pressure Splu cannot be appropriately corrected by learning.

[0051] In contrast to Comparative Example A, in Example B, although a positive-side predetermined range RNGf of "+α" is set in the same manner as in Comparative Example A for the second target LU slip amount Nslplut2, the negative side is different from Comparative Example A and is set to a predetermined range RNGf of "-β". "β" is a value smaller than "α", and a value is set such that the zero value of the LU slip amount Nslplu is not included within the negative-side predetermined range RNGf. Therefore, in Example B, it is not determined that the actual LU slip amount Nslplur converges within the predetermined range RNGf when it is zero.

[0052] On the other hand, in Comparative Example B, for a second target LU slip amount Nslplut2 that is a negative value with the positive and negative reversed compared to Example B, a positive-side predetermined range RNGf of "+α" and a negative-side predetermined range RNGf of "-β" are set in the same manner as in Example B. However, in Comparative Example B, unlike Example B, the zero value of the LU slip amount Nslplu is included within the positive-side predetermined range RNGf that becomes "+α". Therefore, in Comparative Example B, there may be a case where it is determined that the actual LU slip amount Nslplur converges within the predetermined range RNGf when it is zero. Then, in Comparative Example B, there is a possibility that the LU clutch command pressure Splu cannot be appropriately corrected by learning.

[0053] In contrast to Comparative Example B, in the present Example C, a positive-side predetermined range RNGf that is “+β” and a negative-side predetermined range RNGf that is “−α” are set for the negative second target LU slip amount Nslplut2. That is, in the present Example C, for the negative second target LU slip amount Nslplut2, “β” which is a value smaller than “α” is set in the positive-side predetermined range RNGf. Therefore, in the present Example C, it is not determined that the actual LU slip amount Nslplur converges within the predetermined range RNGf when the actual LU slip amount Nslplur is zero.

[0054] In this way, the learning control unit 88 sets the predetermined range RNGf so that the zero value of the LU slip amount Nslplu is not included within the predetermined range RNGf with respect to the target LU slip amount Nslplut. For example, the learning control unit 88 sets the positive-side predetermined range RNGf with respect to the target LU slip amount Nslplut and the negative-side predetermined range RNGf with respect to the target LU slip amount Nslplut to different values. Specifically, when the target LU slip amount Nslplut is a positive value, the learning control unit 88 sets the negative-side predetermined range RNGf to a smaller value than the positive-side predetermined range RNGf, while when the target LU slip amount Nslplut is a negative value, the learning control unit 88 sets the positive-side predetermined range RNGf to a smaller value than the negative-side predetermined range RNGf.

[0055] More specifically, the learning control unit 88 determines whether or not the LU clutch control unit 86 is performing LU slip control. When the learning control unit 88 determines that the LU slip control is being performed, it determines whether or not a basic learning condition, which is one of the learning conditions for learning the LU clutch command pressure Splu, is satisfied. The basic learning condition is a learning condition different from the learning value acquisition condition described later. The basic learning condition is, for example, that the operating oil temperature THoil is at normal temperature after warm-up, the vehicle speed V is at or above a medium vehicle speed where the vehicle speed is stable, and the engine torque Te is in a stable torque range. When the learning control unit 88 determines that the LU slip control is being performed, it determines whether or not a learning value acquisition condition, which is a learning condition different from the basic learning condition, is satisfied. The learning value acquisition condition is the condition that the actual LU slip amount Nslplur converges within a predetermined range RNGf set based on the target LU slip amount Nslplut.

[0056] When the learning control unit 88 determines that the learning conditions (basic learning condition, learning value acquisition condition) are satisfied when it determines that the LU slip control is being performed, it acquires and stores the hydraulic pressure FB value as a learning value. The learning control unit 88 corrects the hydraulic pressure FF value Spluff in the next LU slip control by learning using the hydraulic pressure FB value.

[0057] FIG. 4 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 appropriately correcting the LU clutch command pressure Splu by learning, and is repeatedly executed, for example. FIG. 5 is a diagram showing an example of a time chart when the control operation shown in the flowchart of FIG. 4 is executed.

[0058] In FIG. 4, each step of the flowchart corresponds to the function of the learning control unit 88. In step S10 (hereinafter, the step is omitted), it is determined whether LU slip control is being executed. If the determination in S10 is negative, this routine is terminated. If the determination in S10 is affirmative, then in S20, it is determined whether the basic learning conditions are satisfied. If the determination in S20 is negative, this routine is terminated. If the determination in S20 is affirmative, then in S30, it is determined whether the learning value acquisition conditions are satisfied, that is, whether the condition that the actual LU slip amount Nslplur converges within a predetermined range RNGf set based on the target LU slip amount Nslplut is satisfied. If the determination in S30 is negative, this routine is terminated. If the determination in S30 is affirmative, then in S40, the hydraulic pressure FB value as the learning value is acquired and stored.

[0059] FIG. 5 is a diagram showing an example when learning of the LU clutch command pressure Splu is performed during execution of acceleration slip control. In FIG. 5, the time point t1b indicates the time point when an accelerator pedal depressing operation is started during acceleration running in which the accelerator is kept on. Although acceleration slip control is being executed, a temporary surge in the engine rotational speed Ne occurs due to a sharp increase in the engine torque Te accompanying the accelerator pedal depressing operation (see after the time point t1b). Therefore, the actual LU slip amount Nslplur is suppressed to the target LU slip amount Nslplut by sharply increasing the hydraulic pressure FB value (see the time point t1b - the time point t2b). At this time, since the sharp increase in the hydraulic pressure FB value does not immediately become a negative value, the actual LU slip amount Nslplur falls below the target LU slip amount Nslplut due to an increase in the LU clutch command pressure Splu. At this time, no matter how large the LU clutch command pressure Splu becomes, the LU clutch 36 is only brought into a fully engaged state, and the actual LU slip amount Nslplur does not fall below zero. In the comparative example, a uniform predetermined range RNGf having the same value on the positive side (see the solid arrow a) and the negative side (see the broken arrow b) is set, and when the actual LU slip amount Nslplur is zero, it is determined that convergence is within the predetermined range RNGf, and the hydraulic pressure FB value is acquired (see the time point t2b). When learning of the LU clutch command pressure Splu is performed using the hydraulic pressure FB value acquired at this time, since a positive hydraulic pressure FB value is used although the actual LU slip amount Nslplur is below the target LU slip amount Nslplut, correction for increasing the next hydraulic pressure FF value Spluff is performed. When such correction by learning is repeated, the next hydraulic pressure FF value Spluff is excessively increased, and there is a possibility that the LU clutch command pressure Splu becomes excessive and causes a shock of sudden engagement of the LU clutch 36. Such a phenomenon is likely to occur when the target LU slip amount Nslplut is a small value. On the other hand, in the present embodiment, the target LU slip amount Nslplut is set based on the predetermined range RNGf. For example, since the target LU slip amount Nslplut is a positive value, in the present embodiment, the predetermined range RNGf on the negative side (see the broken arrow d) is set to a smaller value than the predetermined range RNGf on the positive side (see the solid arrow c).As a result, when the actual LU slip amount Nslplur is zero, the actual LU slip amount Nslplur is not within the predetermined range RNGf (refer to the time points t2b - t3b). Therefore, when the target LU slip amount Nslplut is a small value, the hydraulic pressure FB value in the state where the LU clutch 36 is in the fully engaged state and the actual LU slip amount Nslplur is zero due to the excessive LU clutch command pressure Splu cannot be used for learning the LU clutch command pressure Splu. In this embodiment, when the state where the actual LU slip amount Nslplur is within the negative-side predetermined range RNGf (refer to the dashed arrow d) continues for a predetermined time TMf or more, the hydraulic pressure FB value is acquired (refer to the time point t4b), and by using this hydraulic pressure FB value, the learning of the LU clutch command pressure Splu is appropriately performed.

[0060] As described above, according to this embodiment, in the learning of the LU clutch command pressure Splu when LU slip control is performed, since the predetermined range RNGf is set based on the target LU slip amount Nslplut, compared with the case where the predetermined range RNGf is set to a uniform value, it is easier to acquire the hydraulic pressure FB value when the actual LU slip amount Nslplur actually converges, that is, when the LU slip control is stabilized. Therefore, the LU clutch command pressure Splu can be appropriately corrected by learning. That is, depending on the target LU slip amount Nslplut, the convergence determination region of the actual LU slip amount Nslplur is different, but it is possible to set an appropriate predetermined range RNGf without mislearning.

[0061] Also, according to this embodiment, since the predetermined range RNGf is set so that the zero value of the LU slip amount Nslplu is not included within the predetermined range RNGf with respect to the target LU slip amount Nslplut, the hydraulic pressure FB value when the actual LU slip amount Nslplur actually converges can be appropriately acquired.

[0062] Further, according to the present embodiment, since the positive-side predetermined range RNGf with respect to the target LU slip amount Nslplut and the negative-side predetermined range RNGf with respect to the target LU slip amount Nslplut are set to different values, the predetermined range RNGf can be set so that the zero value of the LU slip amount Nslplu is not included within the predetermined range RNGf with respect to the target LU slip amount Nslplut.

[0063] Also, according to the present embodiment, when the target LU slip amount Nslplut is a positive value, the negative-side predetermined range RNGf is set to a smaller value than the positive-side predetermined range RNGf, while when the target LU slip amount Nslplut is a negative value, the positive-side predetermined range RNGf is set to a smaller value than the negative-side predetermined range RNGf. Therefore, whether the target LU slip amount Nslplut is a positive value or a negative value, the LU clutch command pressure Splu can be appropriately corrected by learning.

[0064] Further, according to the present embodiment, when the state where the actual LU slip amount Nslplur is within the predetermined range RNGf continues for a predetermined time TMf or more, it is determined that the actual LU slip amount Nslplur has converged within the predetermined range RNGf. Therefore, the hydraulic pressure FB value when the LU slip control is being stably performed can be obtained.

[0065] Also, according to the present embodiment, since the predetermined range RNGf is a predetermined threshold value that can be determined that the LU clutch 36 is controlled to the target slip state, the LU clutch command pressure Splu can be appropriately corrected by learning.

[0066] 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.

[0067] For example, in the above-described embodiment, the hydraulic pressure FB value at the time when the actual LU slip amount Nslplur was within the predetermined range RNGf for a continuous period of the predetermined time TMf or more was acquired as the learning value. However, the present invention is not limited to this mode. For example, while the learning condition is satisfied from the time when the state where the actual LU slip amount Nslplur is within the predetermined range RNGf continues for the predetermined time TMf or more, the hydraulic pressure FB value acquired for each control cycle may be updated as the learning value.

[0068] In the above-described embodiment, the engine 12 was exemplified as the power source. However, the present invention is not limited to this mode. For example, as the power source, in addition to or instead of the engine 12, an electric motor may be used. That is, the present invention can be applied to an engine vehicle equipped only with an engine as the power source, an electric vehicle equipped with no engine and using only an electric motor as the power source, a parallel or series hybrid vehicle equipped with an engine and an electric motor as the power source, and the like.

[0069] In the above-described embodiment, the planetary gear type automatic transmission was exemplified as the automatic transmission 22. However, the present invention is not limited to this mode. For example, the automatic transmission 22 may be a known synchronous engagement type parallel two-shaft automatic transmission including a DCT (Dual Clutch Transmission), a known belt type continuously variable transmission, or the like. Note that the automatic transmission 22 does not necessarily have to be provided.

[0070] In the above-described embodiment, the torque converter 20 was used as the fluid transmission device. However, the present invention is not limited to this mode. For example, 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. In short, the present invention can be applied to a vehicle including a power source and a fluid transmission device having a lock-up clutch provided in the power transmission path between the power source and the drive wheels.

[0071] Note that the above description is merely one embodiment, and the present invention can be implemented in various modified and improved modes based on the knowledge of those skilled in the art.

Explanation of Reference Numerals

[0072] 10: Vehicle 12: Engine (power source) 14: Driving wheel 20: Torque converter (fluid transmission device) 36: LU clutch (lock-up clutch) 80: Electronic control unit (control unit) 84: Transmission control section 86: LU clutch control section (lock-up clutch control section)

Claims

1. A control device for a vehicle, comprising: a power source; and a fluid transmission device having a lock-up clutch provided in a power transmission path between the power source and drive wheels, wherein the lock-up clutch is controlled to be in any one of a released state, a slip state, and an engaged state, and when performing slip control for setting a command pressure of the lock-up clutch to control the lock-up clutch to be in the slip state so as to achieve a target value of a slip amount which is a rotational speed difference between an input rotational speed and an output rotational speed of the lock-up clutch, a lock-up clutch control unit corrects the command pressure of the lock-up clutch by feedback control so that an actual value of the slip amount becomes the target value of the slip amount. When performing the slip control, when it is determined that the actual value of the slip amount has converged within a predetermined range with respect to the target value of the slip amount, a learning control unit acquires a correction amount for the command pressure of the lock-up clutch by the feedback control, and corrects, by learning using the correction amount, the command pressure of the lock-up clutch set in the next slip control. The learning control unit sets the predetermined range based on the target value of the slip amount. The learning control unit sets the predetermined range so that a zero value of the slip amount is not included within the predetermined range with respect to the target value of the slip amount. A control device for a vehicle, characterized by the above.

2. The learning control unit sets a positive-side predetermined range with respect to the target value of the slip amount and a negative-side predetermined range with respect to the target value of the slip amount to different values. The control device for a vehicle according to Claim 1, characterized by the above.

3. When the target value of the slip amount is a positive value, the learning control unit sets the negative-side predetermined range to a smaller value than the positive-side predetermined range, while when the target value of the slip amount is a negative value, the learning control unit sets the positive-side predetermined range to a smaller value than the negative-side predetermined range. The control device for a vehicle according to Claim 2, characterized by the above.

4. The learning control unit determines that the actual value of the slip amount has converged within the predetermined range when a state in which the actual value of the slip amount has entered the predetermined range has continued for a predetermined time or longer. The control device for a vehicle according to any one of Claims 1 to 3, characterized by the above.

5.

6. The control device for a vehicle according to Claim 5, further comprising: a storage unit that stores a relationship between a target value of a slip amount of the lock-up clutch and a command pressure of the lock-up clutch set for achieving the target value, wherein the learning control unit corrects, based on the relationship stored in the storage unit, the command pressure of the lock-up clutch set in the next slip control using the correction amount.

7. The control device for a vehicle according to Claim 6, wherein the storage unit stores, as the relationship, a map in which a target value of a slip amount of the lock-up clutch is set as an input value and a command pressure of the lock-up clutch set for achieving the target value is set as an output value.

8. The control device for a vehicle according to Claim 6 or 7, wherein the storage unit stores, for each of a plurality of target values of a slip amount of the lock-up clutch, a command pressure of the lock-up clutch set for achieving the target value.

9. The control device for a vehicle according to any one of Claims 1 to 8, further comprising: a temperature acquisition unit that acquires a temperature of a fluid in the fluid transmission device; and a correction unit that corrects the command pressure of the lock-up clutch based on the temperature acquired by the temperature acquisition unit.

10. The control device for a vehicle according to Claim 9, wherein the correction unit corrects the command pressure of the lock-up clutch so that, as the temperature of the fluid in the fluid transmission device increases, the command pressure of the lock-up clutch decreases.

11. The control device for a vehicle according to Claim 9 or 10, wherein the correction unit corrects the command pressure of the lock-up clutch so that, as the temperature of the fluid in the fluid transmission device decreases, the command pressure of the lock-up clutch increases.

12. The control device for a vehicle according to any one of Claims 1 to 11, further comprising: a shift state acquisition unit that acquires a shift state of a transmission provided in the power transmission path; and a correction unit that corrects the command pressure of the lock-up clutch based on the shift state acquired by the shift state acquisition unit.

13. The control device for a vehicle according to Claim 12, wherein the correction unit corrects the command pressure of the lock-up clutch so that, when the shift state of the transmission is a non-shifting state, the command pressure of the lock-up clutch is larger than when the shift state of the transmission is a shifting state.

14. The control device for a vehicle according to Claim 12 or 13, wherein the correction unit corrects the command pressure of the lock-up clutch so that, when the shift state of the transmission is a downshift state, the command pressure of the lock-up clutch is larger than when the shift state of the transmission is an upshift state.

15. The control device for a vehicle according to any one of Claims 1 to 14, further comprising: a vehicle speed acquisition unit that acquires a vehicle speed of the vehicle; and a correction unit that corrects the command pressure of the lock-up clutch based on the vehicle speed acquired by the vehicle speed acquisition unit.

16. The control device for a vehicle according to Claim 15, wherein the correction unit corrects the command pressure of the lock-up clutch so that, as the vehicle speed increases, the command pressure of the lock-up clutch increases.

17. The control device for a vehicle according to Claim 15 or 16, wherein the correction unit corrects the command pressure of the lock-up clutch so that, as the vehicle speed decreases, the command pressure of the lock-up clutch decreases.

18. The control device for a vehicle according to any one of Claims 1 to 17, further comprising: a throttle opening acquisition unit that acquires a throttle opening of an engine provided as the power source; and a correction unit that corrects the command pressure of the lock-up clutch based on the throttle opening acquired by the throttle opening acquisition unit.

19. The control device for a vehicle according to Claim 18, wherein the correction unit corrects the command pressure of the lock-up clutch so that, as the throttle opening increases, the command pressure of the lock-up clutch increases.

20. The control device for a vehicle according to Claim 18 or 19, wherein the correction unit corrects the command pressure of the lock-up clutch so that, as the throttle opening decreases, the command pressure of the lock-up clutch decreases.

21. The control device for a vehicle according to any one of Claims 1 to 20, further comprising: a load acquisition unit that acquires a load of the vehicle; and a correction unit that corrects the command pressure of the lock-up clutch based on the load acquired by the load acquisition unit.

22. The control device for a vehicle according to Claim 21, wherein the correction unit corrects the command pressure of the lock-up clutch so that, as the load increases, the command pressure of the lock-up clutch increases.

23. The control device for a vehicle according to Claim 21 or 22, wherein the correction unit corrects the command pressure of the lock-up clutch so that, as the load decreases, the command pressure of the lock-up clutch decreases.

24. The control device for a vehicle according to any one of Claims 1 to 23, further comprising: a brake operation acquisition unit that acquires a brake operation state of the vehicle; and a correction unit that corrects the command pressure of the lock-up clutch based on the brake operation state acquired by the brake operation acquisition unit.

25. The control device for a vehicle according to Claim 24, wherein the correction unit corrects the command pressure of the lock-up clutch so that, when the brake operation state is a braking state, the command pressure of the lock-up clutch decreases.

26. The control device for a vehicle according to Claim 24 or 25, wherein the correction unit corrects the command pressure of the lock-up clutch so that, when the brake operation state is a non-braking state, the command pressure of the lock-up clutch is larger than when the brake operation state is a braking state.

27. The control device for a vehicle according to any one of Claims 1 to 26, further comprising: a road surface condition acquisition unit that acquires a road surface condition of a road on which the vehicle travels; and a correction unit that corrects the command pressure of the lock-up clutch based on the road surface condition acquired by the road surface condition acquisition unit.

28. The control device for a vehicle according to Claim 27, wherein the correction unit corrects the command pressure of the lock-up clutch so that, when the road surface condition is a low-grip road surface condition, the command pressure of the lock-up clutch decreases.

29. The control device for a vehicle according to Claim 27 or 28, wherein the correction unit corrects the command pressure of the lock-up clutch so that, when the road surface condition is a high-grip road surface condition, the command pressure of the lock-up clutch increases.

30. The control device for a vehicle according to any one of Claims 1 to 29, further comprising: a steering angle acquisition unit that acquires a steering angle of a steering wheel of the vehicle; and a correction unit that corrects the command pressure of the lock-up clutch based on the steering angle acquired by the steering angle acquisition unit.

31. The control device for a vehicle according to Claim 30, wherein the correction unit corrects the command pressure of the lock-up clutch so that, when the steering angle is a large steering angle, the command pressure of the lock-up clutch decreases.

32. The control device for a vehicle according to Claim 30 or 31, wherein the correction unit corrects the command pressure of the lock-up clutch so that, when the steering angle is a small steering angle, the command pressure of the lock-up clutch increases.

33. The control device for a vehicle according to any one of Claims 1 to 32, further comprising: a yaw rate acquisition unit that acquires a yaw rate of the vehicle; and a correction unit that corrects the command pressure of the lock-up clutch based on the yaw rate acquired by the yaw rate acquisition unit.

34. The control device for a vehicle according to Claim 33, wherein the correction unit corrects the command pressure of the lock-up clutch so that, when the yaw rate is a large yaw rate, the command pressure of the lock-up clutch decreases.

35. The control device for a vehicle according to Claim 33 or 34, wherein the correction unit corrects the command pressure of the lock-up clutch so that, when the yaw rate is a small yaw rate, the command pressure of the lock-up clutch increases.

36. The control device for a vehicle according to any one of Claims 1 to 35, further comprising: a lateral acceleration acquisition unit that acquires a lateral acceleration of the vehicle; and a correction unit that corrects the command pressure of the lock-up clutch based on the lateral acceleration acquired by the lateral acceleration acquisition unit.

37. The control device for a vehicle according to Claim 36, wherein the correction unit corrects the command pressure of the lock-up clutch so that, when the lateral acceleration is a large lateral acceleration, the command pressure of the lock-up clutch decreases.

38. The control device for a vehicle according to Claim 36 or 37, wherein the correction unit corrects the command pressure of the lock-up clutch so that, when the lateral acceleration is a small lateral acceleration, the command pressure of the lock-up clutch increases.

39. The control device for a vehicle according to any one of Claims 1 to 38, further comprising: a longitudinal acceleration acquisition unit that acquires a longitudinal acceleration of the vehicle; and a correction unit that corrects the command pressure of the lock-up clutch based on the longitudinal acceleration acquired by the longitudinal acceleration acquisition unit.

40. The control device for a vehicle according to Claim 39, wherein the correction unit corrects the command pressure of the lock-up clutch so that, when the longitudinal acceleration is a large longitudinal acceleration, the command pressure of the lock-up clutch increases.

41. The control device for a vehicle according to Claim 39 or 40, wherein the correction unit corrects the command pressure of the lock-up clutch so that, when the longitudinal acceleration is a small longitudinal acceleration, the command pressure of the lock-up clutch decreases.

42. The control device for a vehicle according to any one of Claims 1 to 41, further comprising: a transmission oil temperature acquisition unit that acquires a temperature of transmission oil in the transmission provided in the power transmission path; and a correction unit that corrects the command pressure of the lock-up clutch based on the temperature of the transmission oil acquired by the transmission oil temperature acquisition unit.

43. The control device for a vehicle according to Claim 42, wherein the correction unit corrects the command pressure of the lock-up clutch so that, as the temperature of the transmission oil increases, the command pressure of the lock-up clutch decreases.

44. The control device for a vehicle according to Claim 42 or 43, wherein the correction unit corrects the command pressure of the lock-up clutch so that, as the temperature of the transmission oil decreases, the command pressure of the lock-up clutch increases.

45. The control device for a vehicle according to any one of Claims 1 to 44, further comprising: a differential oil temperature acquisition unit that acquires a temperature of differential oil in a differential provided in the power transmission path; and a correction unit that corrects the command pressure of the lock-up clutch based on the temperature of the differential oil acquired by the differential oil temperature acquisition unit.

46. The control device for The vehicle control device according to any one of claims 1 to 4, characterized in that the predetermined range is a predetermined threshold value that can be determined to be controlled in a target slip state.

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