JP2010143308A - Drive torque controller for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a drive torque controller for a vehicle, allowing avoidance of occurrence of a clutch fastening shock even if a drive slip occurs when traveling while making a friction clutch slip. <P>SOLUTION: The drive torque controller for the FR hybrid vehicle includes: a second clutch CL2 interposed between a motor generator MG and a continuously variable transmission CVT; and a drive torque control means controlling transmission drive torque by slip-fastening the second clutch CL2 in time of traveling. The drive torque controller detects the drive slips of left and right rear wheels RL, RR that are drive wheels. When it is decided that the drive slip occurs (YES in step S44) when transmitting the torque to the continuously variable transmission CVT side while making the second clutch CL2 slip (YES in step S41), the drive torque control means (Fig4) performs open-control of the second clutch CL2 (step S49), and performs shift control to shift a speed change ratio of the continuously variable transmission CVT to a first target speed change ratio (Ratio1) on a high side (step S51). <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a drive torque control device for a vehicle that controls a drive torque transmitted to drive wheels by slidingly engaging a friction clutch interposed between a drive source and a transmission during start-up running or normal running. About.

Conventionally, an engine, a friction clutch, and a planetary gear type automatic transmission are installed. By sliding the friction clutch at the time of starting, etc., instead of a torque converter, a high-speed engine output shaft and a low-speed shift An automobile drive device is disclosed that absorbs differential rotation that occurs between the machine input shaft and the like (see, for example, Patent Document 1).
Japanese Patent Laid-Open No. 9-177830

  However, in the conventional automobile drive device, when the drive wheel slips while running while sliding the friction clutch, the rotational speed of the transmission input shaft of the transmission connected to the drive wheel is reduced. It will soar. If the transmission input shaft rotation speed (= clutch output rotation speed) catches up with the engine output shaft rotation speed (= clutch input rotation speed) due to the sudden increase in the transmission input shaft rotation speed, the clutch input / output rotation speed will be reduced. There is a problem that the friction clutch is suddenly engaged at the coincidence timing, and the driving torque transmitted through the friction clutch is increased at a stretch, and a clutch engagement shock is generated by the fluctuation of the driving torque.

  The present invention has been made paying attention to the above-mentioned problem. When driving while sliding a friction clutch, even if a drive slip occurs, the drive torque control of the vehicle can be avoided. An object is to provide an apparatus.

In order to achieve the above object, in the vehicle drive torque control apparatus according to the present invention, the transmission drive torque is controlled by slidingly engaging the friction clutch interposed between the drive source and the transmission and the friction clutch during traveling. Drive torque control means for performing transmission, and transmitting the drive torque from the drive source to the drive wheels via the friction clutch and the transmission.
In the vehicle drive torque control device, drive slip detection means for detecting a drive slip of the drive wheel is provided. When the drive torque control means is transmitting torque to the transmission side while sliding the friction clutch, if it is determined that a drive slip has occurred, the drive torque control means performs release control of the friction clutch, and Shift control is performed to shift the transmission gear ratio to the first target gear ratio on the high side.

Therefore, in the vehicle drive torque control device of the present invention, when it is determined that a drive slip has occurred when torque is transmitted to the transmission side while sliding the friction clutch, in the drive torque control means, The release control of the friction clutch is performed, and the shift control for shifting the transmission gear ratio to the first target gear ratio on the high side is performed.
That is, the upshift transmission control is used in combination with the friction clutch release control. For this reason, the transmission input rotational speed decreases as the shift of the upshift transmission control proceeds, and an increase in the transmission input rotational speed due to the occurrence of drive slip is suppressed. In addition, since the increase in the clutch output speed is suppressed with the suppression of the increase in the transmission input speed, the differential speed between the clutch input speed and the clutch output speed is maintained in the transitional period of the friction clutch release control. . Therefore, the clutch release control based on the occurrence of the drive slip ensures the action of the friction clutch shifting from the slip engagement state to the release state.
As a result, when traveling while sliding the friction clutch, it is possible to avoid the occurrence of clutch engagement shock even if a drive slip occurs.

  Hereinafter, the best mode for realizing a vehicle drive torque control apparatus according to the present invention will be described based on a first embodiment shown in the drawings.

First, the configuration will be described.
FIG. 1 is an overall system diagram showing a rear-wheel drive FR hybrid vehicle (an example of a vehicle) to which the drive torque control device according to the first embodiment is applied. Hereinafter, system components of the FR hybrid vehicle will be described with reference to FIG.

  As shown in FIG. 1, the drive system of the FR hybrid vehicle in the first embodiment includes an engine Eng (drive source), a flywheel FW, a first clutch CL1, a motor generator MG (drive source), and an oil pump O. / P, second clutch CL2 (friction clutch), continuously variable transmission CVT (transmission), propeller shaft PS, differential DF, left drive shaft DSL, right drive shaft DSR, left rear wheel RL (Drive wheel) and right rear wheel RR (drive wheel). Note that FL is the left front wheel and FR is the right front wheel.

  The engine Eng is a gasoline engine or a diesel engine, and engine start control, engine stop control, and throttle valve opening control are performed based on an engine control command from the engine controller 1. The engine output shaft is provided with a flywheel FW.

  The first clutch CL1 is a clutch interposed between the engine Eng and the motor generator MG, and is generated by the first clutch hydraulic unit 6 based on a first clutch control command from the first clutch controller 5. The first clutch control hydraulic pressure controls engagement / release including the half-clutch state. As the first clutch CL1, for example, a dry single-plate clutch that is engaged when no hydraulic pressure is supplied and is controlled to a half-clutch state or a clutch-released state by supplying hydraulic pressure to a hydraulic actuator 14 having a piston 14a. Is used. The engaged state, the half-clutch state, and the clutch-released state are managed by the piston stroke.

  The motor generator MG is a synchronous motor generator in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator, and a three-phase AC generated by an inverter 3 is applied based on a control command from the motor controller 2. It is controlled by doing. The motor generator MG can operate (powering) as an electric motor that is driven to rotate by receiving power supplied from the battery 4, and when the rotor receives rotational energy from the engine Eng or driving wheels, It functions as a generator that generates electromotive force at both ends, and can charge (regenerate) the battery 4. The rotor of the motor generator MG is connected to the transmission input shaft of the transmission mechanism SM after passing through the oil pump O / P and the second clutch CL2.

  The oil pump O / P is a pump that is operated by a rotational drive torque from the motor generator MG. For example, a gear pump or a vane pump is used. The hydraulic pressure generated by the oil pump is a hydraulic pressure that generates a shift pressure for shifting the transmission mechanism SM of the continuously variable transmission CVT, an engagement pressure for the first clutch CL1, and an engagement pressure for the second clutch CL2. As a source.

  The second clutch CL2 is a friction clutch interposed between the motor generator MG and the speed change mechanism SM, and is generated by the second clutch hydraulic unit 8 based on a second clutch control command from the CVT controller 7. The tightening / release including slip fastening and slip opening is controlled by the control hydraulic pressure. As the second clutch CL2, for example, a wet multi-plate clutch capable of continuously controlling the oil flow rate and hydraulic pressure with a proportional solenoid is used. In the first embodiment, the second clutch CL2 is set at the upstream position in the transmission case of the continuously variable transmission CVT. The first clutch hydraulic unit 6 and the second clutch hydraulic unit 8 are built in a CVT hydraulic control valve unit CVU attached to the continuously variable transmission CVT.

  The continuously variable transmission CVT is composed of a transmission mechanism SM set at a downstream position of the second clutch CL2, and automatically changes the gear ratio in the upshift direction or the downshift direction according to the vehicle speed, the accelerator opening degree, or the like. Change to steplessly. As the transmission mechanism SM, for example, a belt type continuously variable transmission mechanism, a toroidal continuously variable transmission mechanism, or the like is used. The transmission output shaft of the speed change mechanism SM is connected to the left and right rear wheels RL and RR via a propeller shaft PS, a differential DF, a left drive shaft DSL, and a right drive shaft DSR.

The hybrid drive system of the first embodiment includes an electric vehicle travel mode (hereinafter referred to as “EV travel mode”), a hybrid vehicle travel mode (hereinafter referred to as “HEV travel mode”), and a drive torque control travel mode (hereinafter referred to as “HEV travel mode”). And “WSC driving mode”).
The “EV travel mode” is a mode in which the first clutch CL1 is in the released state and travels only with the power of the motor generator MG.
The “HEV travel mode” is a mode in which the first clutch CL1 is engaged and the vehicle travels only with the power of the engine Eng or travels with the power of the engine Eng and the motor generator MG.
In the “WSC travel mode”, the clutch torque capacity is set so that the clutch transmission torque passing through the second clutch CL2 becomes a required drive torque determined according to the vehicle state and the driver operation. This mode is for starting and normal driving while controlling. “WSC” is an abbreviation for “Wet Start Clutch”.

Next, the control system of the hybrid vehicle will be described.
As shown in FIG. 1, the control system of the FR hybrid vehicle in the first embodiment includes an engine controller 1, a motor controller 2, an inverter 3, a battery 4, a first clutch controller 5, and a first clutch hydraulic unit 6. And a CVT controller 7, a second clutch hydraulic unit 8, a brake controller 9, and an integrated controller 10. The engine controller 1, the motor controller 2, the first clutch controller 5, the CVT controller 7, the brake controller 9, and the integrated controller 10 are connected via a CAN communication line 11 that can mutually exchange information. ing.

  The engine controller 1 inputs engine speed information from the engine speed sensor 12, a target engine torque command from the integrated controller 10, and other necessary information. Then, a command for controlling the engine operating point (Ne, Te) is output to the throttle valve actuator or the like of the engine Eng.

  The motor controller 2 inputs information from the resolver 13 that detects the rotor rotational position of the motor generator MG, the target MG torque command and target MG rotation speed command from the integrated controller 10, and other necessary information. Then, a command for controlling the motor operating point (Nm, Tm) of motor generator MG is output to inverter 3. The motor controller 2 monitors the battery SOC indicating the charge capacity of the battery 4, and the battery SOC information is used for control information of the motor generator MG and is also connected to the integrated controller 10 via the CAN communication line 11. Supplied to.

  The first clutch controller 5 inputs sensor information from the first clutch stroke sensor 15 that detects the stroke position of the piston 14a of the hydraulic actuator 14, a target CL1 torque command from the integrated controller 10, and other necessary information. . Then, a command for controlling engagement / disengagement of the first clutch CL1 is output to the first clutch hydraulic unit 6 in the CVT hydraulic control valve unit CVU.

  The CVT controller 7 inputs information from an accelerator opening sensor 16, a vehicle speed sensor 17, and other sensors 18 (transmission input rotation speed sensor, inhibitor switch, etc.). Then, when traveling with the D range selected, a control command for obtaining the searched gear ratio is obtained by searching for the optimum gear ratio according to the position where the driving point determined by the accelerator opening APO and the vehicle speed VSP exists on the shift map. Output to CVT hydraulic control valve unit CVU. In addition to the above automatic shift control, when a target CL2 torque command is input from the integrated controller 10, a command for controlling engagement / release of the second clutch CL2 is output to the second clutch hydraulic unit 8 in the CVT hydraulic control valve unit CVU. The second clutch control is performed.

  The brake controller 9 inputs a wheel speed sensor 19 for detecting the wheel speeds of the four wheels, sensor information from the brake stroke sensor 20, a regenerative cooperative control command from the integrated controller 10, and other necessary information. And, for example, at the time of brake depression, if the regenerative braking force is insufficient with respect to the required braking force required from the brake stroke BS, the shortage is compensated with mechanical braking force (hydraulic braking force or motor braking force) Regenerative cooperative brake control is performed.

  The integrated controller 10 manages the energy consumption of the entire vehicle and has a function for running the vehicle with the highest efficiency. The integrated controller 10 detects the motor rotation speed Nm from the motor rotation speed sensor 21 and the oil pump O / P. Necessary information from the pump discharge pressure sensor 22, the second clutch input shaft rotational speed sensor 23, the second clutch output shaft rotational speed sensor 24, other sensors and switches provided in the discharge oil passage, and the CAN communication line 11 Enter the information via Then, the target engine torque command to the engine controller 1, the target MG torque command and the target MG speed command to the motor controller 2, the target CL1 torque command to the first clutch controller 5, the target CL2 torque command to the CVT controller 7, and the brake controller 9 Regenerative cooperative control command is output.

  FIG. 2 is a control block diagram illustrating arithmetic processing executed by the integrated controller 10 of the FR hybrid vehicle to which the drive torque control device of the first embodiment is applied. FIG. 3 is a diagram illustrating an EV-HEV selection map used when mode selection processing is performed in the integrated controller 10 of the FR hybrid vehicle to which the drive torque control device of the first embodiment is applied. Hereinafter, based on FIG.2 and FIG.3, the arithmetic processing performed in the integrated controller 10 of Example 1 is demonstrated.

  As shown in FIG. 2, the integrated controller 10 includes a target drive torque calculation unit 100, a mode selection unit 200, a target charge / discharge calculation unit 300, and an operating point command unit 400.

  The target drive torque calculator 100 calculates the target drive torque tFoO from the accelerator opening APO and the vehicle speed VSP using the target drive torque map.

  The mode selection unit 200 uses the EV-HEV selection map shown in FIG. 3 to select “EV travel mode” or “HEV travel mode” as the target travel mode from the accelerator opening APO and the vehicle speed VSP. Also, when starting HEV, starting EV or changing modes ("EV driving mode" → "HEV driving mode", "HEV driving mode" → "EV driving mode") Select as the target travel mode. However, if the battery SOC is equal to or less than the predetermined value, the “HEV travel mode” is forcibly set as the target travel mode.

  The target charge / discharge calculation unit 300 calculates a target charge / discharge power tP from the battery SOC using a target charge / discharge amount map.

  In the operating point command unit 400, based on input information such as the accelerator opening APO, the target drive torque tFoO, the target travel mode, the vehicle speed VSP, the target charge / discharge power tP, etc., the target engine torque is set as the operating point arrival target. And target MG torque, target MG rotation speed, target CL1 torque, and target CL2 torque. Then, the target engine torque command, the target MG torque command, the target MG rotational speed command, the target CL1 torque command, and the target CL2 torque command are output to the controllers 1, 2, 5, and 7 via the CAN communication line 11.

  FIG. 4 is a flowchart showing the flow of a drive torque control process executed by the integrated controller 10 of the FR hybrid vehicle to which the drive torque control device of the first embodiment is applied (drive torque control means). Hereinafter, each step of the flowchart of FIG. 4 will be described.

In step S41, it is determined whether or not “WSC travel mode” is selected as the target travel mode. If YES (when “WSC travel mode” is selected), the process proceeds to step S42 and NO (“WSC travel mode”). If a travel mode other than is selected), the process proceeds to step S48.
Here, an example of selecting the “WSC travel mode” will be described below.
・ When starting with the "WSC travel mode" (CL2: SLIP) by selecting P, N-> D with the engine started (CL1: ON). Note that after starting the vehicle by selecting the “WSC travel mode”, the vehicle shifts to the “HEV travel mode” (CL2: ON).
・ When starting with the "WSC travel mode" (CL2: SLIP) by P, N → D selection operation with the engine stopped (CL1: OFF). In addition, after starting with the selection of “WSC driving mode”, it shifts to “EV driving mode” (CL2: ON).
-When traveling to "WSC driving mode" (CL2: SLIP) in response to an engine start request while driving in "EV driving mode" (CL1: OFF, CL2: ON). When the engine Eng start is completed by selecting the “WSC travel mode”, the mode shifts to the “HEV travel mode” (CL1: ON, CL2: ON).
・ When shifting to “WSC driving mode” (CL2: SLIP) in response to an engine stop request while driving in “HEV driving mode” (CL1: ON, CL2: ON). When the stop of the engine Eng is completed by selecting the “WSC travel mode”, the mode shifts to the “EV travel mode” (CL1: OFF, CL2: ON).

  In step S42, following the determination that the “WSC traveling mode” is selected in step S41, the second clutch CL2 is a control for slidingly engaging the second clutch CL2 with an engagement capacity lower than the drive torque from the drive source. Slip fastening control is performed, and the process proceeds to step S43.

In step S43, following the slip engagement control of the second clutch CL2 in step S42, the difference of the second clutch CL2 that keeps the differential rotational speed of the clutch input / output rotational speed of the second clutch CL2 at the target differential rotational speed by the motor generator MG. Rotation control is performed, and the process proceeds to step S44.
In this differential rotation control of the second clutch CL2, the second clutch input shaft rotational speed from the second clutch input shaft rotational speed sensor 23 and the second clutch output shaft rotational speed from the second clutch output shaft rotational speed sensor 24 are determined. This is achieved by controlling the motor generator MG so that the differential rotational speed obtained by subtracting the second clutch output shaft rotational speed from the second clutch input shaft rotational speed is kept at a preset target differential rotational speed. Is called.

In step S44, following the differential rotation control of the second clutch CL2 in step S43, it is determined whether or not drive slip has occurred on the left and right rear wheels RL and RR, which are drive wheels, and YES (drive slip has occurred). In this case, the process proceeds to step S49, and in the case of NO (no driving slip occurs), the process proceeds to step S45.
Here, for example, the driving slip is input wheel speed information from the wheel speed sensor 19, the wheel speed average value of the left and right rear wheels RL and RR is set as the driving wheel speed, and the wheel speed average value of the left and right front wheels FL and FR is calculated. A wheel speed difference obtained by subtracting the estimated vehicle speed from the driving wheel speed is calculated as a driving slip (driving slip detecting means). If the wheel speed difference is less than the drive slip determination threshold, it is determined that there is no drive slip, and if the wheel speed difference is greater than or equal to the drive slip determination threshold, it is determined that there is drive slip. . If it is determined that “the driving slip is present” and the wheel speed difference becomes equal to or less than the driving slip convergence determination threshold value, it is determined that the driving slip convergence occurs.

In step S45, following the determination of “with drive slip” in step S44, it is determined whether or not the selection end condition for “WSC travel mode” is satisfied. If YES (the WSC end condition is satisfied), step S46 is determined. If NO (WSC end condition is not satisfied), the process returns to step S42.
Here, the selection end condition of the “WSC driving mode” is given under different conditions depending on the selection mode of the “WSC driving mode”.

  In step S46, it is determined that the WSC end condition is satisfied in step S45, or that the differential rotation is not converged in step S47, or that the CL2 differential rotation in step S58 is equal to or less than the set differential rotation. Next, smooth engagement control of the second clutch CL2 in which the differential rotational speed of the second clutch CL2 is gradually brought closer to zero from the constant differential rotational speed in the differential rotational control by controlling the rotational speed of the motor generator MG. The process proceeds to step S47.

In step S47, following the smooth engagement control of CL2 in step S46, it is determined whether or not the second clutch CL2 is completely engaged. ) Returns to step S46.
Here, the determination of completion of engagement of the second clutch CL2 is made when the differential rotational speed of the clutch input / output rotational speed of the second clutch CL2 is less than or equal to a small value close to zero.

  In step S48, following the determination that the driving mode other than the “WSC driving mode” is selected in step S41, other driving mode (“EV driving mode” and “HEV driving mode”) control is executed, Proceed to return.

  In step S49, following the determination that drive slip has occurred in step S44, the hydraulic pressure to the second clutch CL2 is drained, a command to release the second clutch CL2 is output, and the process proceeds to step S50.

In step S50, following the determination that the second clutch CL2 release command output in step S49 or the CL2 release completion condition is not satisfied in step S52, the motor rotation speed Nm, which is the rotation speed of the motor generator MG, A command to increase the motor rotational speed Nm0 at that time to the first motor rotational speed Nm1 stepwise is output, and the process proceeds to step S51.
Here, the motor rotation speed Nm1 is a rotation speed that increases the discharge flow rate of the oil pump O / P to the maximum range.

  In step S51, following the output of the motor rotation speed increase command in step S50, the target gear ratio of the continuously variable transmission CVT is set to a first target gear ratio Ratio1 which is a gear ratio higher than the gear ratio at that time. And outputs a command to perform an upshift so as to obtain the first target gear ratio Ratio1, and proceeds to step S52.

In step S52, following the output of the upshift gear shift command for obtaining the first target gear ratio Ratio1 in step S51, it is determined whether or not the disengagement completion condition of the second clutch CL2 is satisfied, and YES (CL2 disengagement completion condition) If established (YES), the process proceeds to step S53, and if NO (CL2 release completion condition is not established), the process returns to step S50.
Here, as a condition for completing the disengagement of the second clutch CL2, for example, a timer time for completing the disengagement is set in consideration of the hydraulic response delay time of the second clutch CL2, and the set timer time elapses from the disengagement command output time point. To determine the completion of opening.

  In step S53, following the determination that the CL2 release completion condition is satisfied in step S52 or the determination that the drive slip has not converged in step S54, the first motor rotation speed Nm1 is maintained for a predetermined time, and then the first A command to gradually decrease the motor rotation speed Nm from the motor rotation speed Nm1 is output, and the process proceeds to step S54.

In step S54, following the motor rotation speed decrease command output in step S53, it is determined whether or not the driving slip has converged. If YES (driving slip convergence), the process proceeds to step S55, and NO (driving slip has not converged). ) Returns to step S53.
Here, “convergence of driving slip” determines that the driving slip has converged when the wheel speed difference between the driving wheel speed and the estimated vehicle speed is equal to or less than the driving slip convergence determination threshold as described above.

In step S55, following the determination of the drive slip convergence in step S54 or the determination that the CL2 differential rotation condition is not satisfied in step S58, a control command for increasing the engagement capacity of the second clutch CL2 in steps is output. Proceed to S56.
Here, the control for gradually increasing the engagement capacity of the second clutch CL2 refers to control for gradually returning the second clutch CL2 from the open state to the slip engagement state while suppressing the recurrence of the drive slip.

In step S56, following the CL2 stepwise engagement in step S55, the target gear ratio of the continuously variable transmission CVT is a gear ratio that is lower than the gear ratio at that time (first target gear ratio Ratio1). The target gear ratio Ratio2 is set to 2, and a command for performing a downshift is output so as to obtain the second target gear ratio Ratio2, and the process proceeds to step S57.
Here, the second target speed ratio Ratio2 is set to a speed ratio that is lower than the first target speed ratio Ratio1 but higher than the speed ratio before the occurrence of the drive slip.

  In step S57, following the output of the downshift command to obtain the second target gear ratio Ratio2 in step S56, the motor rotation speed Nm that gradually decreases in step S53 is used as the motor rotation speed at the time of determination of the convergence of the drive slip. A command to maintain Nm is output, and the process proceeds to step S58.

In step S58, following the maintenance of the motor rotational speed Nm in step S57, it is determined whether or not the differential rotational speed of the second clutch CL2 is equal to or less than the set differential rotational speed. If YES, the process proceeds to step S46. If NO, the process returns to step S55.
Here, for example, the set differential rotational speed is set to the same rotational speed as the target differential rotational speed in the differential rotational control of the second clutch CL2 in step S43.

Next, the operation will be described.
The functions of the drive torque control apparatus for the FR hybrid vehicle of the first embodiment are as follows: “drive torque control action during WSC running without occurrence of drive slip”, “drive slip response control action during WSC run with occurrence of drive slip” , “Drive slip response control action at low μ road start” will be described separately.

[Drive torque control action during WSC running without drive slip]
The drive torque control action during WSC running without occurrence of drive slip will be described based on the flowchart shown in FIG.

  When the “WSC travel mode” is the travel mode selected as the target travel mode and no drive slip occurs, the process proceeds from step S41 to step S42 to step S43 to step S44 to step S45 in the flowchart of FIG. In step S45, the process of step S42 → step S43 → step S44 → step S45 is repeated until it is determined that the WSC end condition is satisfied. That is, from the selection of “WSC travel mode” until the WSC end condition is determined to be satisfied, the slip engagement control of the second clutch CL2 in step S42 and the differential rotation control of the second clutch CL2 in step S43 are performed. Is called.

  If it is determined in step S45 that the WSC end condition is satisfied, the process proceeds from step S45 to step S46 to step S47 in the flowchart of FIG. 4 until the second clutch CL2 is determined to be completely engaged in step S47. The flow from step S46 to step S47 is repeated. That is, until the second clutch CL2 is completely engaged, the smooth engagement control of the second clutch CL2 that gradually brings the differential rotation speed closer to zero is performed by the rotation speed control of the motor generator MG.

In step S47, when it is determined that the second clutch CL2 is completely engaged, the process proceeds from step S47 to step S41 to step S48, and in step S48, another travel mode control is performed.
For example, during start-up running in the engine start state (CL1: ON), the “WSC running mode” is shifted to the “HEV running mode” by engaging the second clutch CL2. Further, when the vehicle starts to run with the engine stopped (CL1: OFF), the “WSC travel mode” is shifted to the “EV travel mode” by engaging the second clutch CL2. Further, when there is an engine start request during traveling in the “EV traveling mode” (CL1: OFF), the mode shifts from the “WSC traveling mode” to the “HEV traveling mode” by engaging the second clutch CL2. Further, when there is an engine stop request during traveling in the “HEV traveling mode” (CL1: ON), the mode shifts from the “WSC traveling mode” to the “EV traveling mode” by engaging the second clutch CL2.

  As described above, when the “WSC travel mode” is the travel mode selected as the target travel mode and no drive slip occurs, the second clutch CL2 is brought into the slip engagement state, and then the torque from the slip engagement state is set. Control is performed so as to make a smooth transition to a fastened state by slowing the fluctuation. For this reason, when the second clutch CL2 is engaged from the "WSC travel mode" where the second clutch CL2 is slip-engaged and the mode transitions to the "EV travel mode" or the "HEV travel mode", smooth running without shock is realized. Is done.

[Control action for driving slip during WSC running with driving slip]
FIG. 5 is a diagram illustrating a discharge amount characteristic of the oil pump O / P when the motor rotation speed is increased in the drive slip countermeasure control according to the first embodiment. FIG. 6 is a graph showing the relationship between the wheel transmission torque and the clutch hydraulic pressure to the second clutch CL2 with the speed ratio of the continuously variable transmission CVT as a parameter in the drive slip response control of the first embodiment. Hereinafter, the drive slip response control action at the time of start where drive slip occurs will be described based on the flowchart shown in FIG. 4 and FIGS. 5 and 6.

  When the “WSC travel mode” is selected as the target travel mode and before the drive slip occurs, in the flowchart of FIG. 4, step S41 → step S42 → step S43 → step S44 → step S45. In step S45, the process of step S42 → step S43 → step S44 → step S45 is repeated until it is determined that the WSC end condition is satisfied.

  If it is determined in step S44 that a drive slip has occurred before the WSC end condition is satisfied, the process proceeds from step S44 to step S49. That is, as the drive slip response control in the “WSC travel mode”, the clutch release phase (step S49 to step S52), the drive slip convergence phase (step S53 and step S54), and the slip engagement return phase (step S55 to step S58). ) Is executed. Hereinafter, the control action in each phase will be described.

(Clutch release phase)
In the clutch release phase, the process proceeds from step S49 to step S50 to step S51 to step S52 in the flowchart of FIG. 4, and to step S50 to step S51 to step S52 until it is determined in step S52 that the CL2 release completion condition is satisfied. The flow going forward is repeated.

  That is, in step S49, a command for draining the hydraulic pressure to the second clutch CL2 and releasing the second clutch CL2 is output. In step S50, a command to increase the motor rotation speed Nm, which is the rotation speed of the motor generator MG, from the motor rotation speed Nm0 at that time to the first motor rotation speed Nm1 is output. In step S51, the target transmission ratio of the continuously variable transmission CVT is set to the first target transmission ratio Ratio1, which is a higher transmission ratio than the transmission ratio at that time, and is increased to obtain the first target transmission ratio Ratio1. A command to perform shift shifting is output.

  As described above, when the release of the second clutch CL2 is completed by the release control of the second clutch CL2 in step S49, the clutch transmission torque can be cut off, and the clutch engagement shock is generated only by the release of the second clutch CL2. Can be avoided. However, since the release control of the second clutch CL2 is performed by hydraulic control, there is a response delay between the time when the release command is output and the time when the actual release of the clutch is completed.

  Accordingly, when the clutch output rotational speed increases with the occurrence of the drive slip in which the rotational speed of the driving wheel increases, for example, if only the release control of the second clutch CL2 is performed, the clutch release control transition period (open response delay) In the middle of the period), the clutch output rotational speed may catch up with the clutch input rotational speed, and the input / output rotational speed to the second clutch CL2 may coincide and shift from the slipped engagement state to the engagement state. That is, in the release control of the second clutch Cl2 based on the occurrence of the drive slip, it is important to ensure the action of the second clutch CL2 shifting from the slip engagement state to the release state.

  On the other hand, in the first embodiment, the upshift transmission control in step S51 is used together during the release control of the second clutch CL2. For this reason, the transmission input rotational speed decreases as the shift of the upshift transmission control proceeds, and an increase in the transmission input rotational speed due to the occurrence of drive slip is suppressed. Further, since the increase in the clutch output speed is also suppressed along with the suppression of the increase in the transmission input speed (transmission input speed = clutch output speed), the clutch input speed is changed during the transitional control period of the second clutch CL2. The difference between the number and the clutch output speed is maintained.

  Therefore, during the release control of the second clutch CL2, the second clutch CL2 is controlled by the clutch release control based on the occurrence of the drive slip by using the upshift transmission control that sets the transmission ratio of the continuously variable transmission CVT to the high side. The effect | action which transfers to an open state from a slip fastening state will be ensured. As a result, when driving while sliding the second clutch CL2, even if a drive slip occurs, the transmission of the drive torque is interrupted by releasing the second clutch CL2, thereby avoiding the occurrence of clutch engagement shock. Can do.

  At this time, in step S50, control is performed to increase the motor rotation speed Nm, which is the rotation speed of the motor generator MG, from the motor rotation speed Nm0 at that time to the motor rotation speed Nm1 stepwise.

  As the motor rotational speed Nm increases, the clutch input rotational speed of the second clutch CL2 is increased with good response so that the differential rotational speed is increased with respect to the clutch output rotational speed of the second clutch CL2. Rotation speed = clutch input rotation speed). At the same time, as the motor rotational speed Nm increases, the rotational speed of the oil pump O / P driven by the motor generator MG is increased from Nm0 to Nm1, and as shown in FIG. The discharge amount increases to the maximum discharge range. When the discharge amount from the oil pump O / P increases, the shift speed of the continuously variable transmission CVT that performs a shift operation by the discharged oil increases to the maximum shift speed range, and the transmission input rotational speed (= clutch It shows the effect of reducing the output rotation speed) with good response.

Therefore, in the clutch disengagement phase, by adopting the control that increases the motor speed Nm stepwise at the same time as the upshift control, the synergistic effect of the clutch input speed increasing action and the clutch output speed decreasing action due to high responsiveness Maintaining the state in which the differential rotational speed is secured between the input and output rotational speeds of the second clutch CL2 is maintained during the clutch release control transition period from the time when the second clutch CL2 is released until the release is completed. Can do.
In other words, it is possible to reliably avoid the clutch engagement state before the second clutch CL2 completes disengagement.

(Drive slip convergence phase)
In the driving slip convergence phase following the determination of the completion of the CL2 release completion condition in step S52, the process proceeds from step S53 to step S54 in the flowchart of FIG. 4 until step S54 determines that the driving slip has converged. The flow from S53 to step S54 is repeated. That is, in step S53, after maintaining the first motor rotation speed Nm1 for a predetermined time, a command for gradually decreasing the motor rotation speed Nm is output.

  In this drive slip convergence phase, since the release of the second clutch CL2 is completed, the drive torque from the drive source is cut off at the position of the second clutch CL2, and the left and right rear wheels RL, RR that are the drive wheels The drive torque is not transmitted, and the vehicle travels inertially. For this reason, the drive slip generated on the left and right rear wheels RL and RR shifts in the convergence direction even when traveling on a low μ road where the level of the allowable drive torque is small.

  At that time, the gear ratio of the continuously variable transmission CVT in the drive slip convergence phase is maintained at the first target gear ratio Ratio1 (high gear ratio) in the clutch disengagement phase. The effect of increasing the speed is shown. That is, the drive slip converges mainly due to the reaction force from the road surface to the drive wheel (wheel). And the inertia (rotational inertia) of the transmission system as seen from the wheel becomes smaller as the transmission ratio becomes higher as the transmission input rotational speed becomes lower. For this reason, in the drive slip convergence phase, maintaining the first target gear ratio Ratio1 of the high-side gear ratio reduces the inertia of the transmission system, and increases the convergence speed of the drive slip.

  Since the determination of the convergence of the drive slip requires a waiting time for the left and right rear wheels RL and RR to decelerate, the motor rotation speed Nm is gradually lowered using this waiting time. Therefore, the motor rotation speed Nm that has been increased in the clutch release phase can be reduced in preparation for the next slip engagement return phase by using the drive slip convergence waiting time in the drive slip convergence phase. As a result, when the driving slip converges, the slip fastening return control can be started immediately.

(Slip fastening return phase)
In the slip engagement return phase following the drive slip convergence determination in step S54, the process proceeds from step S55 to step S56 to step S57 to step S58 in the flowchart of FIG. Until it is determined that the rotation speed is equal to or less than the set differential rotation speed, the flow of steps S55, S56, S57, and S58 is repeated. That is, in step S55, a control command for increasing the engagement capacity of the second clutch CL2 in a stepwise manner is output. In step S56, the target transmission gear ratio of the continuously variable transmission CVT is set to the second target transmission gear ratio Ratio2 that is a lower gear ratio than the transmission gear ratio at that time (first target transmission gear ratio Ratio1). A command to perform a downshift is output so as to obtain the target gear ratio Ratio2. In step S57, a command is output to maintain the motor rotational speed Nm that has gradually decreased in step S53, while maintaining the motor rotational speed Nm at the time of determination of the convergence of the drive slip.

  Therefore, when the drive slip converges, the motor rotation speed Nm (= clutch input rotation speed) is maintained, and the engagement capacity of the second clutch CL2 is set to an intermediate capacity, thereby suppressing the recurrence of the drive slip. The traction control that gradually increases the engagement capacity of the second clutch CL2 controls the drive torque transmitted to the left and right rear wheels RL and RR, which are drive wheels, to gradually increase, thereby realizing smooth running. The

  At that time, the target gear ratio of the continuously variable transmission CVT is the lower gear ratio than the first target gear ratio Ratio1, but it does not return to the gear ratio before the occurrence of the drive slip and is higher than before the occurrence of the drive slip. The second target gear ratio Ratio2 is set. For this reason, as shown in FIG. 6, the control sensitivity of the wheel transmission torque by the second clutch CL2 is lowered so that the slope of the characteristic becomes smaller as the gear ratio becomes higher (KLow> KHi). Thus, the traction controllability by the second clutch CL2 is ensured.

[Control action for driving slip at low μ road start]
FIG. 7 shows the accelerator opening, vehicle body speed / drive wheel speed, motor rotation speed, second clutch oil pressure command, CVT gear ratio when the drive slip occurs when the low-μ road starts in the first embodiment. It is a time chart which shows a characteristic. Hereinafter, the driving slip response control action at the time of starting on a low μ road, which is an example of selecting the “WSC traveling mode”, will be described with reference to FIG.

  Before the time T0, in response to an engine start request in the P range or N range where the vehicle is stopped, the engine Eng is started with the first clutch CL1 engaged, and the engine Eng is in the idling rotation state and the motor It is assumed that the rotational speed control is performed so that the generator MG maintains the idle rotational speed (motor rotational speed Nm0).

  When the driver makes a selection operation from the P range or N range to the D range in this stop state, and suddenly depresses the accelerator pedal at time T0 with the intention of starting (for example, from point A to point B in FIG. 3). ) “WSC travel mode” is selected as the travel mode. After the selection of the “WSC travel mode”, the control to the “WSC travel mode” is performed until the time T1 when it is determined that the drive slip has occurred. In the “WSC travel mode”, as clutch control, a second clutch hydraulic pressure command for slip-engaging the second clutch CL2 in the released state is output (second clutch hydraulic pressure command characteristic in FIG. 7), and motor rotation speed control is performed. Then, the differential rotational speed control of the second clutch CL2 is performed by the motor generator MG (motor rotational speed characteristics in FIG. 7), and the CVT transmission ratio is maintained at the low transmission ratio as the CVT transmission control (CVT in FIG. 7). Gear ratio characteristics).

  When the low μ road starts, the driving wheel speed increases from time T0, and when the driving wheel speed deviates from the vehicle body speed at time T1, the second clutch Until the time T2 at which the completion of the CL2 release is determined, the control by the “clutch release phase” is performed. In this “clutch release phase”, a second clutch hydraulic pressure command for releasing the second clutch CL2 is output as the clutch control (second clutch hydraulic pressure command characteristic in FIG. 7), and the motor rotational speed Nm is set as the motor rotational speed control. A command to increase the first motor rotational speed Nm1 stepwise is output (motor rotational speed characteristics in FIG. 7), and as CVT transmission control, the CVT transmission ratio is changed from the low transmission ratio to the first target transmission ratio Ratio2. (CVT gear ratio characteristic in FIG. 7).

  When it is determined that the release of the second clutch CL2 is completed at the time T2, the control by the “drive slip convergence phase” is performed until the time T3 at which the convergence of the drive slip is determined. In this “driving slip convergence phase”, as the clutch control, a second clutch hydraulic pressure command that keeps the second clutch CL2 open is output (second clutch hydraulic pressure command characteristic in FIG. 7), and as the motor rotation speed control, for a while. After maintaining the first motor rotation speed Nm1, a command to gradually decrease is output (motor rotation speed characteristics in FIG. 7). As the CVT shift control, the CVT transmission ratio is the first target transmission ratio on the high side. Ratio2 is maintained as it is (CVT transmission ratio characteristic in FIG. 7).

  When the convergence of the driving slip is determined at the time T3, the second clutch CL2 that has been released shifts to the slip engagement state, and until the time T4 when the differential rotation speed becomes equal to or less than the set rotation speed. The control by the “slip engagement return phase” is performed. In this “slip engagement return phase”, as clutch control, a second clutch hydraulic pressure command for increasing the engagement capacity of the second clutch CL2 in steps is output (second clutch hydraulic pressure command characteristic in FIG. 7), and motor rotation speed control is performed. A command to maintain the motor rotational speed Nm at time T3 is output (motor rotational speed characteristics in FIG. 7), and as the CVT transmission control, the CVT transmission ratio is changed from the first target transmission ratio Ratio2 to the second target. Downshifted to the gear ratio Ratio2 (CVT gear ratio characteristic in FIG. 7).

  When the differential rotational speed of the second clutch CL2 becomes equal to or lower than the set rotational speed at the time T4, the differential rotational speed of the second clutch CL2 is gradually reduced by the rotational speed control of the motor generator MG after the time T4. When the smooth engagement control is performed and the engagement of the second clutch CL2 is completed, the mode transition is made from the “WSC traveling mode” to the “HEV traveling mode”.

Therefore, when a drive slip occurs when starting on a low μ road, the above-mentioned control for driving slip realizes a smooth low μ road start by traction control by the second clutch CL2 while avoiding the engagement shock of the second clutch CL2. can do.
Even when the “WSC travel mode” is selected except when starting on a low μ road and a drive slip occurs, smooth start and travel can be realized as described above.

Next, the effect will be described.
In the drive torque control device for the FR hybrid vehicle of the first embodiment, the effects listed below can be obtained.

  (1) A friction clutch (second clutch CL2) interposed between a drive source (engine Eng, motor generator MG) and a transmission (continuously variable transmission CVT) is slip-engaged with the friction clutch during traveling. Drive torque control means for controlling the transmission drive torque at the vehicle, and transmits the drive torque from the drive source to the drive wheels (left and right rear wheels RL, RR) via the friction clutch and the transmission. In the drive torque control device for (FR hybrid vehicle), drive slip detection means for detecting drive slip of the drive wheel is provided, and the drive torque control means (FIG. 4) is arranged on the transmission side while sliding the friction clutch. When torque is being transmitted (YES in step S41), if it is determined that a drive slip has occurred (YES in step S44), the friction clutch is controlled to be released (step S4). 9) Shift control is performed to shift the gear ratio of the transmission to the first target gear ratio (Ratio1) on the high side (step S51). For this reason, when traveling while sliding the friction clutch (second clutch CL2), it is possible to avoid the occurrence of clutch engagement shock even if drive slip occurs.

  (2) an oil pump O / P that is driven by the drive source (engine Eng, motor generator MG) and generates a hydraulic pressure for performing a shift operation of the transmission (continuously variable transmission CVT); (FIG. 4) is a control for increasing the rotational speed of the drive source together with the upshift of the transmission during the clutch release phase (steps S49 to S52) for releasing the friction clutch (second clutch CL2). (Step S50). For this reason, the state where the differential rotational speed is secured between the input and output rotational speeds of the friction clutch (second clutch CL2) is maintained in the clutch release control transition period by the synergistic effect of the clutch input rotational speed increase and the clutch output rotational speed decrease. The friction clutch can be prevented from being engaged during the clutch release control.

  (3) When it is determined that the release of the friction clutch (second clutch CL2) is completed, the drive torque control means (FIG. 4) increases the drive source ( The engine Eng and the motor generator MG) are controlled to gradually decrease the rotational speed. For this reason, the slip fastening return control can be started immediately after the drive slip converges by the rotational speed reduction control using the convergence waiting time of the drive slip.

  (4) The drive torque control means (FIG. 4) increases the gear ratio of the transmission (the continuously variable transmission CVT) during the drive slip convergence phase (step S53 and step S54) waiting for the convergence of the drive slip. Maintain the gear ratio side. For this reason, the inertia of the transmission system when viewed from the drive wheel side can be kept small, and the convergence speed of the drive slip can be increased.

  (5) When it is determined that the drive slip has converged, the drive torque control means (FIG. 4) gradually increases the engagement capacity of the friction clutch (second clutch CL2) while suppressing the recurrence of the drive slip. Control to return to the slip engagement state is performed (step S55). For this reason, the traction control by the friction clutch (second clutch CL2) becomes an appropriate one in which the recurrence of the drive slip is suppressed, and a smooth running can be realized.

  (6) The drive torque control means (FIG. 4) determines the gear ratio of the transmission (the continuously variable transmission CVT) during the slip engagement return phase (steps S55 to S58) for returning to the slip engagement state. Control is performed to shift to a second target speed ratio (Ratio2) that is lower than the first target speed ratio (Ratio1) but higher than the speed ratio before the occurrence of drive slip (step S56). For this reason, the control sensitivity of the torque transmitted to the drive wheels (left and right rear wheels RL, RR) by the friction clutch (second clutch CL2) is lowered, and the traction controllability by the friction clutch can be ensured.

  (7) When the friction clutch (second clutch CL2) returns to the slip engagement state before the occurrence of the drive slip (YES in step S58), the drive torque control means (FIG. 4) determines the drive source (engine Eng, motor By controlling the rotational speed of the generator MG), the differential rotation of the friction clutch (second clutch CL2) is gradually reduced (step S46). For this reason, the mode transition is made from the travel mode in which the friction clutch (second clutch CL2) slides (“WSC travel mode”) to the travel mode in which the friction clutch is engaged (“EV travel mode”, “HEV travel mode”). At this time, it is possible to smoothly shift from the friction clutch in the slip engagement state to the friction clutch in the engagement state while suppressing torque fluctuation.

  (8) The vehicle includes an engine Eng, a motor generator MG, and a continuously variable transmission CVT, and a first clutch CL1 is interposed between the engine Eng and the motor generator MG. It is a hybrid vehicle having a second clutch CL2 interposed between a step transmission CVT, and the drive source is at least one of the engine Eng and the motor generator MG determined by engagement / disengagement of the first clutch CL1. And the friction clutch is the second clutch CL2, and the driving torque control means (FIG. 4) sets the second clutch CL2 to the slip engagement state, and the clutch transmission torque passing through the second clutch CL2 is Driving torque control driving mode (WSC driving) that controls the clutch torque capacity so that the required driving torque is determined according to vehicle conditions and driver operation. When selecting mode), controls the driving torque transmitted from the driving source driving wheel (left and right rear wheels RL, RR) to. For this reason, control responsiveness can be improved by performing rotation speed control of a drive source using motor generator MG. In addition, when the differential rotation speed is maintained by controlling the rotation speed of the motor generator MG in the drive torque control travel mode, if a drive slip occurs, the motor rotation speed increases rapidly and the rotation by the motor generator MG is performed. Number control will diverge. On the other hand, when a drive slip occurs, the drive slip response control is performed instead of the differential rotation control of the second clutch CL2, and therefore, the divergence of the rotation speed control by the motor generator MG can be prevented.

  The vehicle drive torque control device according to the present invention has been described based on the first embodiment. However, the specific configuration is not limited to the first embodiment, and the claims relate to each claim. Design changes and additions are allowed without departing from the scope of the invention.

  In Example 1, the example which uses a continuously variable transmission as a transmission was shown. However, a multi-stage transmission (automatic transmission) having a stepped gear ratio may be used as long as the transmission speed can be secured.

  In the first embodiment, as an example of the driving slip detection means, the driving slip is detected based on the difference between the driving wheel speed and the estimated vehicle body speed. However, it is possible to adopt means for detecting the occurrence of drive wheel slip before the difference between the drive wheel speed and the estimated vehicle body speed reaches a predetermined difference due to the change speed of the drive wheel speed (inclination of the drive wheel speed characteristic). good.

  In the first embodiment, an example of application to an FR hybrid vehicle having an engine and a motor as drive sources has been shown, but the present invention can also be applied to an FF hybrid vehicle. Furthermore, the present invention can also be applied to an electric vehicle such as an electric vehicle having only a motor or a fuel cell vehicle as a drive source. Furthermore, the present invention can be applied to an engine vehicle having only a gasoline engine or a diesel engine as a drive source.

1 is an overall system diagram illustrating an FR hybrid vehicle (an example of a vehicle) by rear wheel drive to which a drive torque control device according to a first embodiment is applied. It is a control block diagram which shows the arithmetic processing performed in the integrated controller 10 of the FR hybrid vehicle to which the drive torque control apparatus of Example 1 was applied. It is a figure which shows the EV-HEV selection map used when performing the mode selection process in the integrated controller 10 of the FR hybrid vehicle to which the drive torque control apparatus of Example 1 is applied. It is a flowchart which shows the flow of the drive torque control process performed in the integrated controller 10 of the FR hybrid vehicle to which the drive torque control apparatus of Example 1 was applied. FIG. 6 is a diagram illustrating a relationship characteristic of wheel transmission torque with respect to clutch hydraulic pressure to the second clutch CL2 with the speed ratio of the continuously variable transmission CVT as a parameter in the drive slip response control according to the first embodiment. It is a figure which shows the discharge amount characteristic of the oil pump O / P when the motor rotation speed is raised in the drive slip countermeasure control of the first embodiment. Time indicating characteristics of accelerator opening, vehicle body speed / drive wheel speed, motor speed, second clutch oil pressure command, CVT gear ratio when drive slip occurs when the FR hybrid vehicle of the first embodiment starts on a low μ road It is a chart.

Explanation of symbols

Eng engine (drive source)
FW flywheel
CL1 1st clutch
MG motor generator (drive source)
O / P oil pump
CL2 2nd clutch (friction clutch)
CVT continuously variable transmission (transmission)
SM transmission mechanism
PS propeller shaft
DF differential
DSL left drive shaft
DSR right drive shaft
RL Left rear wheel (drive wheel)
RR Right rear wheel (drive wheel)
Reference Signs List 1 engine controller 2 motor controller 3 inverter 4 battery 5 first clutch controller 6 first clutch hydraulic unit 7 CVT controller 8 second clutch hydraulic unit 9 brake controller 10 integrated controller 11 CAN communication line 12 engine speed sensor 13 resolver 14 hydraulic actuator 14a piston 15 first clutch stroke sensor 16 accelerator opening sensor 17 vehicle speed sensor 18 inhibitor switch 19 wheel speed sensor 20 brake switch sensor 21 motor rotation speed sensor 22 pump discharge pressure sensor 23 second clutch input shaft rotation speed sensor 24 second clutch Output shaft speed sensor

Claims (8)

A friction clutch interposed between the drive source and the transmission, and drive torque control means for controlling the transmission drive torque by slidingly engaging the friction clutch during travel, and the drive torque from the drive source In a vehicle drive torque control device that transmits the torque to the drive wheels via the friction clutch and the transmission,
Drive slip detecting means for detecting the drive slip of the drive wheel is provided,
When the drive torque control means is transmitting torque to the transmission side while sliding the friction clutch, if it is determined that a drive slip has occurred, the drive torque control means controls the release of the friction clutch and the transmission A drive torque control device for a vehicle, characterized in that shift control is performed to shift the gear ratio to a first target gear ratio on the high side. In the vehicle drive torque control device according to claim 1,
An oil pump that is driven by the drive source and generates a hydraulic pressure that performs a shift operation of the transmission;
The drive torque control means performs a control to increase the rotational speed of the drive source together with an upshift of the transmission during a clutch release phase for releasing the friction clutch. apparatus. In the vehicle drive torque control device according to claim 2,
When it is determined that the release of the friction clutch is completed, the drive torque control means performs control to gradually decrease the rotational speed of the drive source that has been increased while waiting for the drive slip to converge. A vehicle drive torque control device. In the vehicle drive torque control device according to claim 3,
The drive torque control device according to claim 1, wherein the drive torque control means maintains a gear ratio of the transmission on a high gear ratio side during a drive slip convergence phase waiting for the drive slip to converge. In the vehicle drive torque control device according to any one of claims 1 to 4,
When it is determined that the drive slip has converged, the drive torque control means performs control to gradually increase the engagement capacity of the friction clutch while returning the drive slip and to return to the slip engagement state. A vehicle drive torque control device. In the vehicle drive torque control device according to claim 5,
In the slip engagement return phase in which the drive torque control means returns to the slip engagement state, the gear ratio of the transmission is lower than the first target gear ratio, but the shift before the occurrence of drive slip occurs. A drive torque control apparatus for a vehicle, characterized in that control for shifting to a second target speed ratio that is higher than the ratio is performed. In the vehicle drive torque control device according to any one of claims 1 to 6,
The drive torque control means gradually reduces the differential rotation of the friction clutch by controlling the rotational speed of the drive source when the friction clutch returns to the slip engagement state before the occurrence of the drive slip. Drive torque control device. In the vehicle drive torque control device according to any one of claims 1 to 7,
The vehicle includes an engine, a motor generator, and a continuously variable transmission, a first clutch is interposed between the engine and the motor generator, and a second clutch is interposed between the motor generator and the continuously variable transmission. An intervening hybrid vehicle,
The drive source is at least one of the engine and the motor generator determined by engagement / disengagement of the first clutch,
The friction clutch is the second clutch;
The driving torque control means controls the clutch torque capacity so that the second clutch is brought into a slip engagement state, and the clutch transmission torque passing through the second clutch becomes a required driving torque determined according to a vehicle state or a driver operation. A drive torque control device for a vehicle that controls drive torque transmitted from a drive source to drive wheels when a drive torque control travel mode is selected.

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