JP2010255806A - Vehicle control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle control device capable of increasing a calorific value generated from an engine, when stopping a vehicle. <P>SOLUTION: This vehicle control device can control the vehicle having the engine, a transmission capable of shifting and outputting driving force inputted from the engine and a clutch capable of engaging an output shaft of the engine with an input shaft of the transmission, and has an engine load detecting means capable of detecting an engine load and a clutch control part capable of controlling an engaging state of the clutch so that the detected engine load becomes a target engine load when stopping the vehicle. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle control device capable of controlling a traveling vehicle.

  2. Description of the Related Art Conventionally, there has been known a control device for a clutch that is fully engaged after a released automatic clutch is half-engaged in response to completion of a gear stage switching operation of a stepped transmission (for example, Patent Document 1). reference). In this clutch control device, the rotational speed difference and the rate of change of the rotational speed difference are obtained from the rotation of the input shaft and the output shaft of the clutch, and the obtained rotational speed difference is below a predetermined first determination criterion, and When the obtained rate of change of the rotational speed difference falls below a predetermined second criterion, the clutch is changed from half-engagement to full engagement. As a result, the clutch control device can reduce the shock that occurs when the clutch is completely engaged.

JP-A-3-134324

  By the way, the vehicle is provided with a catalyst device that reduces the emission discharged from the vehicle. At this time, in order to operate the catalyst device suitably, it is necessary to generate as much heat as possible from the engine before the vehicle travels to raise the temperature of the catalyst device.

  However, according to the conventional configuration, if the rotational speed difference and the rate of change of the rotational speed difference are lower than the first judgment standard and the second judgment standard, the clutch is fully engaged from the half-engagement. At times, conventional clutch engagement control cannot be performed. In other words, if the clutch is completely engaged while the vehicle is stopped, the rotation shaft of the transmission cannot rotate, so the rotation of the rotation shaft of the engine also stops, and the engine stops. End up. For this reason, when the vehicle is stopped, the vehicle cannot increase the amount of heat generated from the engine, and it is difficult to operate the catalyst device appropriately.

  Then, this invention makes it a subject to provide the vehicle control apparatus which can increase the calorie | heat amount which generate | occur | produces from an engine at the time of a vehicle stop.

  A vehicle control device according to the present invention includes an engine, a transmission capable of shifting and outputting a driving force input from the engine, and a clutch capable of engaging an output shaft of the engine and an input shaft of the transmission. In the vehicle control apparatus capable of controlling the vehicle provided, the engine load detecting means capable of detecting the engine load and the clutch engagement state so that the detected engine load becomes the target engine load when the vehicle is stopped. And a controllable clutch control unit.

  In this case, there is further provided a slip amount deriving means capable of deriving the slip amount of the clutch from the difference in rotational speed between the input shaft and the output shaft of the clutch, and the clutch control unit is configured so that the slip amount of the clutch is the target slip when the vehicle is running. It is preferable to control the engagement state of the clutch so that the amount becomes equal.

  In this case, the engine is provided with an air amount adjustment means capable of adjusting the amount of intake air taken into the engine, and further includes an air amount adjustment control unit capable of controlling the air amount adjustment means. The unit preferably controls the flow rate of the intake air amount by the air amount adjusting means so that the engine rotation speed becomes the target engine rotation speed together with the clutch engagement control by the clutch control section when the vehicle is stopped. .

  In this case, the transmission is provided with a low-speed gear stage and a high-speed gear stage, and further includes a shift control unit capable of switching and controlling the gears of the transmission, and the shift control unit is configured to be a clutch when the vehicle is stopped. It is preferable that the transmission is switched to the high speed gear stage side before the clutch engagement control by the control unit is executed.

  According to the vehicle control device of the present invention, the clutch load is controlled by the clutch control unit, whereby the engine load can be set as the target engine load, so that the amount of heat generated from the engine can be increased.

FIG. 1 is a schematic configuration diagram schematically illustrating a configuration of a vehicle controlled by the vehicle control device according to the first embodiment. FIG. 2 is a series of time charts related to clutch engagement control of the vehicle control apparatus according to the first embodiment. FIG. 3 is a schematic configuration diagram illustrating a clutch and a transmission of a vehicle controlled by the vehicle control device according to the second embodiment. FIG. 4 is a schematic configuration diagram illustrating a clutch and a transmission of a vehicle controlled by the vehicle control device according to the first modification of the second embodiment. FIG. 5 is a schematic configuration diagram illustrating a clutch and a transmission of a vehicle controlled by the vehicle control device according to the second modification of the second embodiment.

  Hereinafter, a vehicle control apparatus according to the present invention will be described with reference to the accompanying drawings. The present invention is not limited to the following examples. In addition, constituent elements in the following embodiments include those that can be easily replaced by those skilled in the art or those that are substantially the same.

  First, the drive system 2 of the vehicle 1 controlled by the vehicle control device 30 according to the first embodiment will be described with reference to FIG. A drive system 2 of the vehicle 1 includes an engine 5 serving as a drive source, a clutch 7 connected to a crankshaft 6 (output shaft) of the engine 5, and a transmission 9 connected to an output shaft 8 of the clutch 7. ing. At this time, the clutch 7 and the transmission 9 are integrally formed and function as a so-called automated manual transmission.

  A differential gear 11 is connected to the output shaft 10 of the transmission 9, and a drive wheel 13 is connected to the differential gear 11 via a drive shaft 12. Further, the drive shaft 12 is provided with a brake device 14, and the brake device 14 is configured to be able to brake the vehicle 1. Therefore, when the engine 5 is driven, the driving force is input to the transmission 9 via the clutch 7 and is transmitted to the drive wheels 13 via the differential gear 11 and the drive shaft 12.

  For example, a gasoline engine or a diesel engine is used as the engine 5, and the engine 5 is provided with a throttle valve 15 that can adjust the amount of intake air taken into the engine 5. The engine 5 is provided with various sensors such as an air flow sensor 16 (air amount adjusting means) capable of detecting the flow rate of the intake air amount and a crank angle sensor 17 capable of detecting the engine speed. Various sensors such as the air flow sensor 16 and the crank angle sensor 17 are connected to an engine ECU 35 described later.

  The transmission 9 is, for example, a stepped transmission composed of a high speed gear stage, a low speed gear stage, and a reverse gear stage. The gear stage can be automatically switched by a shift actuator 20. The shift actuator 20 is connected to a transmission ECU 36 described later, and the transmission ECU 36 can switch to a predetermined gear stage by controlling the shift actuator 20.

  The clutch 7 is constituted by, for example, a single clutch, and is configured so that the clutch 7 can be automatically engaged by the clutch actuator 21. The clutch actuator 21 is connected to a transmission ECU 36 described later, and the transmission ECU 36 can control the engagement state of the clutch 7 by controlling the clutch actuator 21. That is, the engaged state of the clutch 7 is an engaged state from when the clutch 7 is released to when it is completely engaged (locked up) through a half-engaged state. Further, an input shaft rotational speed detection sensor 25 for detecting the rotational speed of the input shaft is provided on the input shaft of the clutch 7, and an output shaft rotational speed for detecting the rotational speed of the output shaft is provided on the output shaft of the clutch 7. A detection sensor 26 is provided.

  The brake device 14 is, for example, a hydraulic (hydraulic) brake, and the brake device 14 is configured to be supplied with the brake hydraulic pressure adjusted from the hydraulic control device 23. The hydraulic control device 23 is connected to a brake ECU 37 described later, and the brake ECU 37 can generate a braking force by controlling the hydraulic control device 23.

  Next, the vehicle control device 30 that controls the drive system 2 of the vehicle 1 described above will be described. The vehicle control device 30 is braked via an engine ECU 35 (engine control unit) that controls the engine 5, a transmission ECU 36 (clutch control unit and transmission control unit) that controls the clutch 7 and the transmission 9, and a hydraulic control device 23. And a brake ECU 37 that controls the device 14. The engine ECU 35, the transmission ECU 36, and the brake ECU 37 are configured to communicate with each other.

  The engine ECU 35 derives the engine speed based on the crank angle detected by the crank angle sensor 17 provided in the engine 5. Further, the engine ECU 35 derives the engine load based on the intake air amount detected by the air flow sensor 16, the engine speed detected by the crank angle sensor 17, and the like. The engine ECU 35 is connected to a throttle valve 15 and is provided with an air amount adjustment control unit 40 that controls the throttle valve 15.

  The air amount adjustment control unit 40 controls the engine speed by controlling the throttle valve 15 in the engine 5 to adjust the throttle opening and controlling the flow rate of the intake air amount taken into the engine 5. Yes.

  The transmission ECU 36 is configured to be able to control the clutch 7 and the transmission 9, and includes a clutch control unit 43 that can control the clutch 7 and a transmission control unit 42 that can control the transmission 9. The shift control unit 42 controls the shift actuator 20 to switch the gear stage of the transmission 9 so that the required predetermined gear stage is obtained, and the clutch control unit 43 controls the clutch actuator 43. By controlling 21, the engagement state of the clutch 7 is controlled. Although details will be described later, the clutch control unit 43 controls the engagement state of the clutch 7 so that the engine load derived by the engine ECU 35 becomes the target engine load.

  The brake ECU 37 has a brake control unit 44 that controls the brake device 14 via the hydraulic control device 23, and the brake control unit 44 adjusts the braking hydraulic pressure of the hydraulic control device 23, thereby The braking force is controlled.

  By the way, in order for the vehicle 1 to travel suitably, it is preferable to warm up the engine 5 before the vehicle 1 travels. That is, by warming up the engine 5, for example, the catalyst temperature of the catalyst device provided in the vehicle 1 can be raised, and thereby emission emission can be suitably suppressed. Therefore, in the vehicle control device 30 of the first embodiment, the engagement state of the clutch 7 is controlled so that the engine load becomes the target engine load when the vehicle 1 is stopped in order to appropriately suppress emission of emissions. Hereinafter, the engagement control of the clutch 7 of the vehicle control device 30 when the vehicle 1 is stopped will be described in detail.

  Before the vehicle 1 travels, that is, when the vehicle 1 is stopped, the transmission ECU 36 adjusts the engine load by controlling the engagement state of the clutch 7 by the clutch control unit 43 so that the engine load becomes the target engine load. is doing. That is, when the clutch 7 is released, the clutch control unit 43 cannot increase the engine load because the input shaft of the transmission 9 is not engaged with the output shaft of the engine 5. On the other hand, if the clutch 7 is completely engaged, the input shaft of the transmission 9 is completely engaged with the output shaft of the engine 5, but the vehicle 1 is stopped. The input shaft 9 does not rotate, the output shaft of the engine 5 stops rotating, and the engine 5 stops. Therefore, the clutch control unit 43 sets the engine load to the target engine load by setting the clutch 7 in a half-engaged state and adjusting the engagement force of the clutch 7 in the half-engaged state. Here, the target engine load is a load that can suitably increase the catalyst temperature.

  Further, during the engagement control of the clutch 7 when the vehicle 1 is stopped, the transmission ECU 36 switches the gear stage of the transmission 9 to the high speed gear stage side. In other words, when the clutch 7 is in a half-engaged state with the gear stage of the transmission 9 set to the low speed gear stage side, the transmission 9 increases the input torque input from the engine 5 and outputs the output of the transmission 9. Output from the axis. In this case, if the output torque of the transmission 9 increases, the vehicle 1 may start. On the other hand, when the clutch 7 is in the half-engaged state with the gear stage of the transmission 9 set to the high-speed gear stage side, the transmission 9 converts the input torque input from the engine 5 to the output torque at the low-speed gear stage. The output torque can be made smaller than that. In this case, since the output torque of the transmission 9 at the time of the high-speed gear stage is smaller than the output torque at the time of the low-speed gear stage, the start of the vehicle 1 can be suppressed as compared with the low-speed gear stage.

  At this time, the brake ECU 37 performs braking by the brake device 14 at the time of the gear stage switching control. That is, when the vehicle 1 is stopped, if the clutch 7 is in the half-engaged state, the vehicle 1 may start, so the brake ECU 37 operates the brake device 14 to brake the vehicle 1. And in this state, transmission ECU36 can maintain the stop state of the vehicle 1 by performing engagement control of the above-mentioned clutch 7, Thereby, the improvement of the safety | security of the vehicle 1 can be aimed at. .

  Further, at the time of engaging control of the clutch 7 when the vehicle 1 is stopped, the engine ECU 35 controls the throttle valve 15 so that the engine speed becomes the target engine speed. That is, when the clutch 7 is in the half-engaged state, the engine load increases, so the engine speed decreases. However, if the clutch 7 decreases excessively, the engine 5 may stop. For this reason, the engine ECU 35 prevents the engine 5 from stopping by suppressing the decrease in the engine speed by opening the throttle opening of the throttle valve 15. Here, the target engine speed is a speed at which the engine is not stopped.

  On the other hand, when the vehicle 1 travels, the transmission ECU 36 adjusts the engine load by controlling the engagement state of the clutch 7 by the clutch control unit 43 so that the slip amount of the clutch 7 becomes the target slip amount. . Specifically, the transmission ECU 36 determines that the slip amount of the clutch 7, which is the difference between the input rotational speed detected by the input shaft rotational speed detection sensor 25 and the output rotational speed detected by the output shaft rotational speed detection sensor 26, is the target slip. The engagement state of the clutch 7 is controlled by the clutch control unit 43 so that the amount becomes equal. Here, the target slip amount is a slip amount that can suitably increase the catalyst temperature while the vehicle 1 is traveling.

  Next, referring to FIG. 2, a time chart relating to the engagement control of the series of clutches 7 until the stopped vehicle 1 starts the engine 5 and travels will be described, and the conventional series of clutch 7 engagements will be described. Compared to the time chart for joint control. First, when the engine 5 is started (T1), the rotational speed of the engine 5 increases against the rotational resistance of the engine 5, while the engine load decreases. Then, after a predetermined time has passed, the vehicle control device 30 assumes that the vehicle 1 is stopped, and switches the gear stage of the transmission 9 to the high speed gear stage side by the transmission ECU 36 and operates the brake apparatus 14 by the brake ECU 37. In this way, the vehicle 1 is maintained in a stopped state (T2). Thereafter, the transmission ECU 36 controls the engagement of the clutch 7 so as to achieve the target engine load by the clutch control unit 43, and the engine ECU 35 controls the opening / closing of the throttle valve 15 so as to achieve the target engine speed ( T3). Thus, the engine 5 can increase the amount of heat from the engine 5 by maintaining the target engine speed and the target engine load, so that the catalyst temperature can be suitably increased.

  On the other hand, in the engagement control of the conventional clutch 7, since the clutch 7 is in an open state when the vehicle 1 is stopped, the engine load is reduced as compared with the engagement control of the clutch 7 of the first embodiment. The amount of heat from the engine 5 cannot be increased, and the increase in the catalyst temperature is slow compared to the increase in the catalyst temperature in the first embodiment.

  When the vehicle 1 starts, the vehicle control device 30 assumes that the vehicle 1 shifts to the traveling state, and before the vehicle 1 starts, the transmission ECU 36 switches the gear stage of the transmission 9 to the low-speed gear stage side. The brake ECU 37 releases the operation of the brake device 14 and puts the vehicle 1 into a starting state (T4). Thereafter, the transmission ECU 36 performs the engagement control of the clutch 7 so that the clutch 7 has the target slip amount, instead of the engagement control of the clutch 7 that becomes the target engine load. As a result, the engine load increases, and the amount of heat from the engine 5 can be increased by increasing the engine speed accordingly. Therefore, even when the vehicle 1 is traveling, the catalyst temperature is suitably increased. be able to.

  On the other hand, in the conventional engagement control of the clutch 7, since the clutch 7 is not controlled to reach the target slip amount, the engine load is reduced as compared with the engagement control of the clutch 7 of the first embodiment. The amount of heat from the engine 5 cannot be increased, and the increase in the catalyst temperature is slow compared to the increase in the catalyst temperature in the first embodiment.

  Thereafter, when the clutch 7 is completely engaged (T5), the engine load applied to the engine 5 becomes maximum, and the engine load cannot be increased any more. It becomes the size of. For this reason, the increase in the catalyst temperature in Example 1 is approximately the same as the increase in the conventional catalyst temperature.

  According to the above configuration, when the vehicle 1 is stopped, the transmission ECU 36 controls the engagement of the clutch 7 so as to achieve the target engine load factor, thereby increasing the amount of heat from the engine 5 as compared with the conventional case. This can increase the catalyst temperature. For this reason, exhaust emission can be reduced and the vehicle 1 can be made to travel suitably.

  Further, when the vehicle 1 is stopped, the engine ECU 35 can avoid a decrease or stop of the engine speed by controlling the opening and closing of the throttle valve 15 so that the target engine speed is reached. It can drive suitably.

  Further, during the engagement control of the clutch 7 when the vehicle 1 is stopped, the transmission ECU 36 switches the gear stage of the transmission 9 to the high-speed gear stage side, thereby changing the gear stage of the transmission 9 to the low-speed gear stage side. The output torque of the transmission 9 can be reduced as compared with the case of switching to. Thereby, the start of the vehicle 1 can be suppressed and the safety of the vehicle 1 can be ensured.

  In addition, when the vehicle 1 is stopped, when the clutch 7 is engaged and controlled, the brake device 14 can be operated to maintain the stopped state of the vehicle 1, thereby ensuring the safety of the vehicle 1. Can do.

  Next, a vehicle control device 50 according to the second embodiment will be described with reference to FIGS. 3 to 5. Only different parts will be described in order to avoid duplicate descriptions. In the drive system 2 of the vehicle 1 controlled by the vehicle control device 30 according to the first embodiment, the clutch 7 is a single clutch, but the drive of the vehicle 1 controlled by the vehicle control device 50 according to the second embodiment. In the system 2, the clutch 51 is a dual clutch. Hereinafter, the clutch 51 and the transmission 52 connected to the clutch 51 will be described.

  As shown in FIG. 3, the clutch 51 includes an input shaft 55 to which the rotational force output from the engine 5 is input, and a first clutch 56 provided on the transmission 52 side (front end side) with respect to the input shaft 55. The second clutch 57 is provided on the engine 5 side (base end side) with respect to the first clutch 56. The clutch 51 is configured so that the first clutch 56 and the second clutch 57 can be automatically engaged by a clutch actuator 59.

  The transmission 52 is configured with six forward speeds and one reverse speed, and the gear stage can be automatically switched by the shift actuator 60. The transmission 52 includes a first transmission shaft connected by a first clutch 56, a second transmission shaft 62 connected by a second clutch 57, an output shaft 63 that outputs a rotational force after shifting, and each transmission shaft. 6 and 6 forward gear stages G1 to G6, GB provided between 61 and 62 and the output shaft 63. The first transmission shaft 61 is provided with odd-numbered gear stages G1, G3, G5 and the reverse gear stage GB, and the second transmission shaft 62 is provided with even-numbered gear stages G2, G4, G6.

  Specifically, the reverse gear stage GB is provided at the tip of the first transmission shaft 61, the fifth speed gear stage G5 is provided on the base end side of the reverse gear stage GB, and the base end side of the fifth speed gear stage G5. The third speed gear stage G3 is provided, and the first speed gear stage G1 is provided on the base end side of the third speed gear stage G3. Further, a sixth speed gear stage G6 is provided at the tip of the second transmission shaft 62, a fourth speed gear stage G4 is provided on the base end side of the sixth speed gear stage G6, and a base end of the fourth speed gear stage G4 is provided. A second speed gear stage G2 is provided on the side. The shift actuator 60 switches to the selected gear stages G1 to G6 and GB, so that the transmission 52 transmits the rotational force input to the transmission shafts 61 and 62 to the switched gear stages G1 to G1. It can be output to the output shaft 63 via G6 and GB.

  Next, engagement control of the clutch 51 when the vehicle 1 is stopped when the clutch 51 and the transmission 52 are configured will be described. As shown in FIG. 3, when the vehicle 1 is stopped, the transmission ECU 70 controls the shift actuator 60 to switch the gear stages G1 to G6 and GB of the transmission 52 to the high-speed gear stage side. For example, when switching to the sixth speed gear stage G6, the transmission ECU 70 controls the shift actuator 60 to connect the sixth speed gear stage G6 disposed on the second transmission shaft 62. In this state, the transmission ECU 70 controls the clutch actuator 59 to release the first clutch 56 while controlling the engagement of the second clutch 57. As a result, the transmission ECU 70 can perform the engagement control of the clutch 51 in a state where the gear stages G1 to G6 and GB of the transmission 52 are set to the high speed gear stage side, so that the safety of the vehicle 1 is ensured. The catalyst temperature can be suitably increased.

  Subsequently, engagement control of the clutch 51 related to the first modification of the vehicle control device 50 of the second embodiment will be described. As shown in FIG. 4, in the second embodiment, during the engagement control of the clutch 51 when the vehicle 1 is stopped, the transmission ECU 70 releases the first clutch 56 and controls the engagement of the second clutch 57. Although the gear stage of the second transmission shaft 62 engaged by the second clutch 57 is the high-speed gear stage side, in the engagement control of the clutch 52 of the first modification, the transmission ECU 70 moves the reverse gear on the first transmission shaft 61. While switching to the stage GB, the second transmission shaft 62 is switched to the low-speed gear stage side, and in this state, both the first clutch 56 and the second clutch 57 are engaged and controlled.

  Specifically, when the vehicle 1 is stopped, the transmission ECU 70 controls the shift actuator 60 to switch the gear stage of the transmission 52 in the first transmission shaft 61 to the reverse gear stage GB, and in the second transmission shaft 62. The gear stage of the transmission 52 is switched to the low gear stage (for example, the second gear stage G2). In this state, the transmission ECU 70 controls the engagement of the first clutch 56 and the second clutch 57 by controlling the clutch actuator 59. Thus, even when the second transmission shaft 62 of the transmission 52 is in the low speed gear stage side, the reverse gear stage GB can be achieved on the first transmission shaft 61 of the transmission 52. For this reason, even if the driving force is applied in the direction in which the vehicle 1 moves forward by the engagement control of the second clutch 57, the driving force is applied in the direction in which the vehicle 1 moves backward by the engagement control of the first clutch 56. Thereby, since the transmission ECU 70 can cancel the driving force, the catalyst temperature can be suitably increased while ensuring the safety of the vehicle 1.

  Finally, engagement control of the clutch 51 relating to the second modification of the vehicle control device 50 of the second embodiment will be described. As shown in FIG. 5, in the second embodiment, when the engagement control of the clutch 51 is performed when the vehicle 1 is stopped, the first clutch 56 is released and the second clutch 57 is engaged and controlled. Although the gear stage of the second transmission shaft 62 engaged with the high-speed gear stage is set to the high-speed gear stage side, the engagement of the clutch 51 according to the second modification is engaged with the released first clutch 56 before the vehicle 1 starts. The gear stage of the first transmission shaft 61 is switched to the low-speed gear stage side in advance, and when the vehicle 1 starts, the second clutch 57 that has been engaged is released and the released first clutch 56 is engaged. Control.

  Specifically, before the vehicle 1 starts, the transmission ECU 70 controls the clutch actuator 59 to release the first clutch 56 and control the engagement of the second clutch 57. At this time, the transmission ECU 70 Controls the shift actuator 60 to switch the gear stage of the first transmission shaft 61 to the first speed gear stage G1 in advance. When the vehicle 1 starts, the transmission ECU 70 controls the engagement of the first clutch 56 and releases the second clutch 57. Thereby, the transmission ECU 70 can quickly start the vehicle 1.

  As described above, the vehicle control device according to the present invention is useful in controlling a clutch of a vehicle having a catalyst device, and is particularly suitable for controlling an automated manual transmission.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Drive system 5 Engine 6 Crankshaft 7 Clutch 9 Transmission 11 Differential gear 12 Drive shaft 13 Drive wheel 14 Brake device 15 Throttle valve 16 Air flow sensor 17 Crank angle sensor 20 Shift actuator 21 Clutch actuator 23 Hydraulic control device 25 Input shaft Rotational speed detection sensor 26 Output shaft rotational speed detection sensor 30 Vehicle control device 35 Engine ECU
36 Transmission ECU
37 Brake ECU
40 Air Volume Adjustment Control Unit 42 Shift Control Unit 43 Clutch Control Unit 44 Brake Control Unit 50 Vehicle Control Device (Example 2)
51 Clutch (Example 2)
52 Transmission (Embodiment 2)
55 Input shaft 56 First clutch 57 Second clutch 59 Clutch actuator (Example 2)
60 Shift actuator (Example 2)
61 1st transmission shaft 62 2nd transmission shaft 63 Output shaft 70 Transmission ECU (Example 2)
G1-G6, GB gear stage

Claims (4)

Control of a vehicle including an engine, a transmission capable of shifting and outputting a driving force input from the engine, and a clutch capable of engaging the output shaft of the engine and the input shaft of the transmission In a vehicle control device,
Engine load detecting means capable of detecting engine load;
A vehicle control device comprising: a clutch control unit capable of controlling an engagement state of the clutch so that a detected engine load becomes a target engine load when the vehicle is stopped. A slip amount deriving means capable of deriving the slip amount of the clutch from the difference in rotational speed between the input shaft and the output shaft of the clutch;
2. The vehicle control device according to claim 1, wherein the clutch control unit controls an engagement state of the clutch so that a slip amount of the clutch becomes a target slip amount when the vehicle travels. . The engine is provided with an air amount adjusting means capable of adjusting an intake air amount sucked into the engine,
An air amount adjustment control unit capable of controlling the air amount adjusting means;
The air amount adjustment control unit adjusts the intake air amount by the air amount adjustment means so that the engine speed becomes a target engine speed while the clutch is controlled by the clutch control unit when the vehicle is stopped. The vehicle control device according to claim 1, wherein the flow rate is controlled. The transmission is provided with a low speed gear stage and a high speed gear stage,
A shift control unit capable of switching and controlling a gear of the transmission;
The shift control unit switches the transmission to the high-speed gear stage side before the clutch engagement control is executed by the clutch control unit when the vehicle is stopped. The vehicle control device according to any one of the above.

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