JP2012087920A - Vehicle control system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent the generation of a shock at a speed change in a vehicle which travels using a motor as a drive source.SOLUTION: This vehicle control system includes: the motor as the drive source; a transmission interposed between the motor and drive wheels; a clutch arranged on a transmission passage from the motor to the drive wheels; a clutch controller which reduces a transmission torque capacity of the clutch during traveling by a drive force of the motor, shifts the clutch to a slip fastened state from a fastened state, and holds the slip fastened state; and a speed-change clutch controller which increases the transmission torque capacity of the clutch, and shifts the clutch to the fastened state (S4, S7) when the speed change of the transmission is started while the clutch is held in the slip fastened state by the clutch controller (S2).

Description

  The present invention relates to clutch control at the time of shifting in a vehicle that can be driven by a motor.

  As a vehicle that can be driven by a motor, for example, a hybrid vehicle described in Patent Document 1 is known. The hybrid vehicle includes a motor / generator between the engine and the transmission, and a first clutch that releasably couples the engine and the motor / generator, and a first clutch that releasably couples the motor / generator and the transmission output shaft. 2 clutches.

  In such a hybrid vehicle, when the first clutch is released and the second clutch is engaged, the vehicle is in an electric travel (EV) mode that travels only by the power from the motor / generator, and both the first clutch and the second clutch are engaged. In this case, a hybrid running (HEV) mode in which the vehicle is driven by power from both the engine and the motor / generator can be set. Of course, in the EV mode, the engine power is unnecessary, so the engine is stopped.

  In such a hybrid vehicle, engine output is required during traveling in the former EV mode, and when switching from the EV mode to the latter HEV mode, the first clutch is engaged and stopped by the drag torque of the first clutch. Crank the engine in state and start the engine.

  When the first clutch is engaged, torque fluctuation occurs due to the drag torque. To prevent this, the second clutch is controlled to be in a slip state before the first clutch is engaged. Therefore, in order to shorten the switching time from the EV mode to the HEV mode, it is necessary to quickly shift the second clutch to the slip state.

  Therefore, as described in Patent Document 1, the second clutch is controlled to be in a slip engagement state in which a minute slip is generated in advance during traveling in the EV mode (μ slip control). The time (slip-in time) required until the second clutch is brought into the slip state is shortened.

JP 2010-83417 A

  However, if a shift operation of the transmission is performed during the μ slip control, it is impossible to accurately grasp the progress state of the shift. That is, the progress state of the shift is determined based on the ratio (gear ratio) between the rotation speed of the input shaft and the output shaft of the transmission (gear ratio). Since the calculation value of the gear ratio changes, it becomes impossible to correctly determine the progress state of the shift.

  As a result, the hydraulic pressure supplied to the disengagement and engagement frictional engagement elements of the transmission cannot be properly controlled, and an excess or deficiency of the hydraulic pressure occurs, causing a shock due to torque fluctuations of the output shaft.

  The present invention has been made in view of such a technical problem, and an object of the present invention is to prevent occurrence of shock at the time of shifting in a vehicle that travels using a motor as a driving force.

  According to an aspect of the present invention, the following vehicle control apparatus is provided. The vehicle control device includes a motor as a drive source, a transmission interposed between the motor and the drive wheels, a clutch disposed on a power transmission path from the motor to the drive wheels, and a driving force of the motor. And a clutch control means for lowering the transmission torque capacity of the clutch during traveling to shift the clutch from the engaged state to the slip engaged state, and maintaining the slip engaged state. Further, the vehicle control device increases the transmission torque capacity of the clutch and shifts the clutch to the engaged state when the transmission starts shifting while the clutch is held in the slip engaged state by the clutch control means. And a clutch control means for shifting.

  According to the above aspect, the clutch is in the engaged state during the shift, and the clutch does not slip, so that it is possible to prevent the occurrence of shock due to the erroneous determination of the shift progress state of the transmission.

1 is a system configuration diagram showing a hybrid vehicle in the present embodiment. It is a flowchart which shows the flow of the process performed in an integrated controller. It is an operation | movement time chart at the time of performing control of the vehicle in this embodiment. 1 is a system configuration diagram showing a hybrid vehicle to which a vehicle control device in the present embodiment can be applied. 1 is a system configuration diagram showing a hybrid vehicle to which a vehicle control device in the present embodiment can be applied.

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

  FIG. 1 is a system configuration diagram illustrating an example of a hybrid vehicle 100 according to the present embodiment. Hybrid vehicle 100 is an FR (front engine rear drive) type, and includes an internal combustion engine 1, an automatic transmission 3, and a motor / generator 5.

  The automatic transmission 3 is arranged in tandem at the rear of the engine 1 in the vehicle front-rear direction as in a normal rear wheel drive vehicle.

  The motor / generator 5 is disposed between the engine 1 and the automatic transmission 3. The motor / generator 5 is coupled to a shaft 4 that transmits rotation from the engine 1 (crankshaft 1 a) to the input shaft 3 a of the automatic transmission 3. The motor / generator 5 acts as a motor and a generator (generator) according to the driving state of the vehicle.

  A first clutch 6 is interposed between the engine 1 and the motor / generator 5, more specifically, between the engine crankshaft 1 a and the shaft 4. The first clutch 6 can change the transmission torque capacity continuously or stepwise. As such a clutch, for example, there is a wet multi-plate clutch capable of changing the transmission torque capacity by continuously controlling the clutch hydraulic oil flow rate and the clutch hydraulic pressure with a proportional solenoid. The state where the transmission torque capacity becomes zero is a state where the first clutch 6 is completely disconnected, and the engine 1 and the motor / generator 5 are completely disconnected.

  When the first clutch 6 is completely disconnected, the output torque of the engine 1 is not transmitted to the drive wheels 2, but only the output torque of the motor / generator 5 is transmitted to the drive wheels 2. A mode in which the vehicle travels in this state is an electric travel (EV) mode. On the other hand, when the first clutch 6 is connected, the output torque of the engine 1 is also transmitted to the drive wheels 2 together with the output torque of the motor / generator 5. A mode in which the vehicle travels in this state is a hybrid travel (HEV) mode. In this way, the travel mode is switched by the engagement / disengagement of the first clutch 6.

  On the other hand, the second clutch 7 is interposed between the motor / generator 5 and the differential gear device 8, more specifically, between the transmission input shaft 3a and the transmission output shaft 3b. In FIG. 1, the second clutch 7 is built in the automatic transmission 3. Such a second clutch 7 may be realized, for example, by diverting a forward shift speed selecting friction element or a reverse shift speed selecting friction element existing in the automatic transmission 3. Similarly to the first clutch 6, the second clutch 7 can change the transmission torque capacity continuously or stepwise. As such a clutch, for example, there is a wet multi-plate clutch capable of changing the transmission torque capacity by continuously controlling the clutch hydraulic oil flow rate and the clutch hydraulic pressure with a proportional solenoid. The state where the transmission torque capacity becomes zero is a state where the second clutch 7 is completely disconnected, and the motor / generator 5 and the differential gear device 8 are completely disconnected. When the engine is started, slip control is performed by reducing the transmission torque capacity of the second clutch 7. Then, the shock when starting the engine 1 is not easily transmitted to the drive wheels 2.

  For example, the automatic transmission 3 is the same as that described in pages C-9 to C-22 issued by Nissan Motor Co., Ltd., "Skyline New Model (CV35)" manual, January 2003. It is. By selectively engaging and releasing a plurality of friction elements (clutch, brake, etc.), the transmission system path (shift stage) is determined by the combination of engagement and release of the friction elements. Therefore, the automatic transmission 3 shifts the rotation from the input shaft 3a with a gear ratio corresponding to the selected shift speed and outputs the same to the output shaft 3b. This output rotation is distributed and transmitted to the left and right drive wheels 2 by the differential gear device 8 and used for traveling of the vehicle.

  In the power train of FIG. 1 described above, power from the engine 1 is not required when traveling in the electric travel (EV) mode used at low load / low vehicle speed including when starting from a stopped state. The engine 1 is stopped. Then, the first clutch 6 is released. Further, the second clutch 7 is engaged. Further, the automatic transmission 3 is brought into a power transmission state. In this state, the motor / generator 5 is driven. Then, only the output rotation from the motor / generator 5 reaches the transmission input shaft 3a. The automatic transmission 3 shifts the rotation input from the input shaft 3a according to the selected gear position, and outputs it from the transmission output shaft 3b. The rotation output from the transmission output shaft 3b then reaches the drive wheel 2 via the differential gear device 8. In this way, the vehicle travels electrically (EV mode travel) using only the motor / generator 5.

  When traveling in a hybrid travel (HEV) mode used during high speed travel or heavy load travel, the first clutch 6 and the second clutch 7 are both engaged, and the automatic transmission 3 is in a power transmission state. In this state, the output rotation from the engine 1 and the output rotation from the motor / generator 5 reach the transmission input shaft 3a. The automatic transmission 3 shifts the rotation input from the input shaft 3a according to the selected gear position, and outputs it from the transmission output shaft 3b. The rotation output from the transmission output shaft 3b then reaches the drive wheel 2 via the differential gear device 8. In this way, the vehicle travels hybridly (HEV mode travel) with the engine 1 and the motor / generator 5.

  During such HEV mode traveling, if the engine 1 is operated at the optimum fuel efficiency, energy may be surplus. In such a case, the motor / generator 5 is operated by surplus energy to convert surplus energy into electric power, and this electric power is stored for use in driving the motor of the motor / generator 5. By doing in this way, the fuel consumption of the engine 1 improves.

  Next, the control system of the hybrid vehicle 100 will be described.

  As shown in FIG. 1, the control system of the hybrid vehicle 100 includes an integrated controller 20, an engine controller 21, a motor / generator controller 22, and a transmission controller 23 that can exchange information with the integrated controller 20 through CAN communication. It is comprised.

  The integrated controller 20 sets the operating point of the power train to the target engine torque tTe, the target motor / generator torque tTm (may be the target motor / generator rotation speed tNm), the target transmission torque capacity tTc1 of the first clutch 6, and the first It is defined by the target transmission torque capacity tTc2 of the two clutch 7.

  The integrated controller 20 includes a signal from the engine rotation sensor 11 that detects the engine rotation speed Ne and a motor / generator rotation sensor 12 that detects the motor / generator rotation speed Nm in order to determine the operating point of the power train. , A signal from the input rotation sensor 13 for detecting the transmission input rotation speed Ni, a signal from the output rotation sensor 14 for detecting the transmission output rotation speed No, and an accelerator pedal representing the required load state of the engine 1 A storage state sensor that detects a signal from the accelerator opening sensor 15 that detects the amount of depression (accelerator opening APO) and a storage state SOC (power that can be taken out) of the battery 9 that stores power for the motor / generator 5. 16 is input.

  The integrated controller 20 can realize the driving force of the vehicle desired by the driver from the accelerator opening APO, the battery storage state SOC, and the transmission output rotational speed No (vehicle speed VSP) among the input information. (EV mode, HEV mode) is selected, target engine torque tTe, target motor / generator torque tTm (may be target motor / generator rotation speed tNm), target first clutch transmission torque capacity tTc1, and target second clutch transmission Each of the torque capacities tTc2 is calculated.

  The target engine torque tTe is supplied to the engine controller 21, the target motor / generator torque tTm (may be the target motor / generator rotation speed tNm) is supplied to the motor / generator controller 22, and the target second clutch transmission torque capacity tTc2 is the transmission. It is supplied to the controller 23.

  The engine controller 21 controls the engine 1 so that the engine torque Te becomes the target engine torque tTe. The motor / generator controller 22 drives the motor via the battery 9 and the inverter 10 so that the torque Tm (or rotational speed Nm) of the motor / generator 5 becomes the target motor / generator torque tTm (or target motor / generator rotational speed tNm). Control the generator 5

  The integrated controller 20 supplies a solenoid current corresponding to the target first clutch transmission torque capacity tTc1 to an engagement control solenoid (not shown) of the first clutch 6, and the transmission torque capacity Tc1 of the first clutch 6 is the target transmission torque capacity. The first clutch 6 is controlled so as to coincide with tTc1.

  Further, since the second clutch 7 utilizes friction elements (clutch and brake) in the automatic transmission 3, the fastening force of the second clutch 7 is controlled from the integrated controller 20 via the transmission controller 23. . That is, the transmission controller 23 supplies a solenoid current corresponding to the target second clutch transmission torque capacity tTc2 to an engagement control solenoid (not shown) of the second clutch 7, and the transmission torque capacity Tc2 of the second clutch 7 is the target. The second clutch 7 is controlled to coincide with the transmission torque capacity tTc2.

  In such a hybrid vehicle 100, when switching to the HEV mode is necessary during traveling in the EV mode, the integrated controller 20 engages the engine 1 by the drag torque of the motor / generator 5 by engaging the first clutch 6. Crank. At this time, if the first clutch 6 is engaged while the second clutch 7 is maintained in the engaged state, torque fluctuation is transmitted to the drive wheel 2 side via the second clutch 7 and a shock is generated.

  Therefore, at the time of switching the mode, first, the second clutch 7 is brought into a slip state so that torque fluctuation can be absorbed (hereinafter, this operation is referred to as “slip-in”), and then the first clutch 6 is engaged. Then, the engine 1 is started.

  However, when the EV mode is switched to the HEV mode, especially when the required drive torque increases rapidly and the engine torque becomes necessary, it is necessary to quickly switch the mode. Therefore, it is preferable to shorten the time required for slip-in as much as possible.

  Therefore, during EV mode traveling, the hydraulic pressure supplied to the second clutch 7 is slightly reduced in advance to reduce the amount of hydraulic pressure released from the second clutch 7 when the traveling mode is switched, thereby determining whether the traveling mode is switched. When this is done, the second clutch 7 can be quickly slipped in (this control is hereinafter referred to as “μ slip control”). That is, the μ slip control is a control for holding the second clutch 7 in a minute slip state in advance for the next engine start while traveling in the EV mode.

  If the shift operation of the transmission 3 is performed during the μ slip control as described above, it is impossible to correctly determine the progress of the shift. The shift progress of the transmission 3 is determined based on the gear ratio, which is the ratio between the input side rotation speed and the output side rotation speed of the transmission 3, and when the second clutch 7 is in the slip state, Since the gear ratio of the transmission 3 cannot be calculated accurately, there is a possibility that a shock due to an erroneous determination occurs.

  Therefore, in order to deal with such a problem, the integrated controller 20 controls the second clutch 7 as follows. FIG. 2 is a flowchart showing the flow of processing performed in the integrated controller 20, and the processing is executed during traveling in the EV mode.

  In step S1, the integrated controller 20 determines whether or not the μ slip control is being performed. If it is determined that the μ slip control is being performed, the process proceeds to step S2, and if it is determined that the μ slip control is not being performed, the process returns to step S1 again.

  In step S2, the integrated controller 20 determines whether or not shifting has been started. If it is determined that the shift is started, the process proceeds to step S3. If it is determined that the shift is not started, the process ends. The start of the shift is determined by the operation point on the shift map that defines the relationship between the vehicle speed VSP and the accelerator opening APO straddling a predetermined shift line. For example, when the vehicle speed increases during traveling at the first speed and the driving point crosses the 1 → 2 upshift line, a 1 → 2 upshift is commanded and a shift is started.

  In step S <b> 3, the integrated controller 20 sets a change rate limit of the torque of the motor / generator 5 that is the input torque to the transmission 3. The rate of change prevents the motor / generator 5 from rotating up due to a deviation between the torque response of the motor / generator 5 and the hydraulic response when the accelerator opening APO increases during shifting. Limited to the extent possible.

  In step S4, the integrated controller 20 increases the target second clutch transmission torque capacity tTc2. The increase rate of the target second clutch transmission torque capacity tTc2 is set to such an extent that a shock due to sudden engagement of the second clutch 7 does not occur. By repeatedly executing this step, the target second clutch transmission torque capacity tTc2 becomes a gentle gradient. Increase gradually.

  In step S5, the integrated controller 20 determines whether or not the differential rotation of the second clutch 7 has converged. If it is determined that the differential rotation of the second clutch 7 has converged, the process proceeds to step S6. If it is determined that the differential rotation has not converged, the process returns to step S4. The differential rotation of the second clutch 7 is the differential rotation (slip amount) between the transmission input rotation speed Ni and the transmission output rotation speed No. The integrated controller 20 determines that the differential rotation has converged when the differential rotation is equal to or less than a predetermined minute rotation speed (for example, 15 rpm).

  In step S6, the integrated controller 20 cancels the torque change rate restriction of the motor / generator 5 executed in step S3.

  In step S7, the integrated controller 20 increases the target second clutch transmission torque capacity tTc2. Since this step is executed after the differential rotation has converged, the increasing rate of the target second clutch transmission torque capacity tTc2 is set larger than the increasing rate in step S3, and this step is repeatedly executed. The target second clutch transmission torque capacity tTc2 increases steeply.

  In step S8, the integrated controller 20 determines whether or not the target second clutch transmission torque capacity tTc2 is equal to or greater than a predetermined shift torque capacity. If it is determined that the target second clutch transmission torque capacity tTc2 is equal to or greater than the predetermined shift torque capacity, the process proceeds to step S9. If the target second clutch transfer torque capacity tTc2 is less than the shift torque capacity, the process returns to step S7. The predetermined torque capacity at the time of shifting is set to a value that is smaller than the transmission torque capacity for bringing the second clutch 7 into a fully engaged state and does not cause slip.

  In step S9, the integrated controller 20 determines whether or not the progress state of the speed change operation of the transmission 3 is an inertia phase. If it is determined that the phase is an inertia phase, the process proceeds to step 10; if it is determined that the phase is not an inertia phase, step S9 is executed again. The inertia phase is a phase in which the gear ratio that is the ratio between the input rotational speed Ni and the output rotational speed No of the transmission 3 changes from the gear ratio at the pre-shift gear stage to the gear ratio at the post-shift gear stage. Therefore, the inertia phase is determined based on the change in the gear ratio.

  In step S10, the integrated controller 20 decreases the target second clutch transmission torque capacity tTc2. The reduction rate of the target second clutch transmission torque capacity tTc2 is set to a value that does not reduce the accuracy of the gear ratio determination in the inertia phase, and is at least one of each shift stage and each friction element that functions as the second clutch. It is set individually according to. By repeatedly executing this step, the target second clutch transmission torque capacity tTc2 gradually decreases.

  In step S11, the integrated controller 20 determines whether or not the target second clutch transmission torque capacity tTc2 is equal to or less than a predetermined inertia torque capacity. If it is determined that the target second clutch transmission torque capacity tTc2 is equal to or less than the inertia torque capacity, the process proceeds to step S12. If it is greater than the inertia torque capacity, the process returns to step S10. The predetermined inertia torque capacity is set to a value obtained by adding the offset torque to the target drive torque of the motor / generator 5.

  The offset torque is set to such an extent that slippage does not occur in the second clutch 7 in consideration of the variation in the hydraulic pressure supplied to the second clutch 7, and is set for each shift stage, for each friction element functioning as the second clutch 7, It is set individually according to at least one of the above. Therefore, the predetermined inertia torque capacity is set to a value larger than the target second clutch transmission torque capacity tTc2 before the shift and smaller than the shift torque capacity.

  In step S12, the integrated controller 20 determines whether or not the shift has been completed. If it is determined that the shift is complete, the process proceeds to step S13. If it is determined that the shift is not complete, step S12 is executed again. The end of the shift is determined when the gear ratio becomes the gear ratio corresponding to the post-shift gear stage.

  In step S13, the integrated controller 20 decreases the target second clutch transmission torque capacity tTc2, restarts the μ slip control, and ends the process.

  To summarize the above control, the integrated controller 20 gradually increases the target second clutch transmission torque capacity tTc2 and starts the differential rotation of the second clutch 7 when a shift is started during the μ slip control. When it converges, the torque capacity is increased to a shifting torque capacity with a steep slope. Thereafter, the integrated controller 20 reduces the target second clutch transmission torque capacity tTc2 to a predetermined torque capacity when the shift is advanced and the inertia phase is started, and when the shift is completed, before the shift is started. The value is reduced to the value of μ and slip control is resumed.

  Next, the effect | action by the said control is demonstrated. FIG. 3 is an operation time chart when the control by the integrated controller 20 is executed.

  While the vehicle is traveling in the EV mode and the μ slip control is being executed, when the target shift stage shifts and the shift is started (time t1), the target second clutch transmission torque capacity tTc2 is gradually increased. Thereby, the differential rotation of the second clutch 7 gradually decreases as the target second clutch transmission torque capacity tTc2 increases.

  When the differential rotation of the second clutch 7 converges (time t2), the control mode of the motor / generator 5 is switched from the rotational speed control to the torque control. Further, the target second clutch transmission torque capacity tTc2 is increased with a steep slope, and is kept constant when it is increased until the shift torque capacity is reached.

  Thereafter, when the gear ratio is changed and the start of the inertia phase is determined (time t3), the target second clutch transmission torque capacity tTc2 is gradually decreased with a predetermined gradient, and is constant when the inertia torque capacity is reduced to the inertia torque capacity. Hold on.

  Thereafter, when the change of the gear ratio ends and the current shift speed matches the target shift speed (time t4), the target second clutch transmission torque capacity tTc2 is reduced to the torque capacity before the start of the shift, and the motor / generator 5 The control mode is switched from torque control to rotational speed control, and the shift is completed. Thereby, the differential rotation of the second clutch 7 becomes the differential rotation at the time of the μ slip control, and the μ slip control is resumed.

  As described above, in the present embodiment, when the shift is started while the vehicle is traveling in the EV mode and the μ slip control is being performed, the target second clutch transmission torque capacity tTc2 is increased to the torque capacity at the time of shift. The gear ratio of the machine 3 can be prevented from changing due to the slip of the second clutch 7. Therefore, since the shift progress state of the transmission 3 can be accurately determined, occurrence of a shock due to erroneous determination can be prevented.

  Further, the torque capacity at the time of shifting is set to a capacity at which the slip amount of the second clutch 7 is zero and is not completely engaged, so when switching from the EV mode to the HEV mode is instructed during shifting. Even in such a case, the engine can be started quickly by reducing the slip-in time.

  Further, when the inertia phase is started, the target second clutch transmission torque capacity tTc2 is reduced to the inertia torque capacity, so that the gear ratio of the transmission 3 is prevented from being changed by the slip of the second clutch 7, Inertia shock during shifting can be absorbed by the second clutch 7.

  Further, since the rate of change of the output torque of the motor / generator 5 is limited from the start of the shift until the differential rotation of the second clutch 7 converges, the accelerator pedal is depressed immediately after the start of the shift, and the second clutch It is possible to prevent the rotation of the motor / generator 5 from rising first and rising rapidly due to a difference in response between the hydraulic pressure supplied to the motor 7 and the torque of the motor / generator 5. As a result, it is possible to prevent an inertia shock from occurring when the supply hydraulic pressure of the second clutch 7 increases with a delay.

  Furthermore, when the shift is started and the target second clutch transmission torque capacity tTc2 is increased, it is increased with a gentle gradient until the differential rotation of the second clutch 7 is converged, and is increased with a steep gradient after the differential rotation is converged. Therefore, it is possible to prevent the second clutch 7 from slipping again due to the accelerator pedal being depressed after the differential rotation is converged, while preventing the occurrence of inertia shock at the time of shifting. Therefore, even when the driver intends to accelerate during the shift, the gear ratio change due to the slip of the second clutch 7 is prevented, and a shock due to an erroneous determination of the progress state of the shift is prevented. Can do.

  The embodiment of the present invention has been described above, but the above embodiment is merely an example of application of the present invention, and is not intended to limit the technical scope of the present invention to the specific configuration of the above embodiment. Various modifications can be made without departing from the spirit of the present invention.

  For example, in the present embodiment, as shown in FIG. 1, the second clutch 7 that releasably couples the motor / generator 5 and the drive wheel 2 is used as a friction element for selecting a forward shift stage existing in the automatic transmission 3. Alternatively, although the friction element for selecting the reverse gear stage is used, as shown in FIG. 4, even if a dedicated second clutch 7 is interposed between the shaft 4 and the transmission input shaft 3a, it functions similarly. be able to. Further, as shown in FIG. 5, a dedicated second clutch 7 may be added after the automatic transmission 3.

  In the configuration in which the second clutch is arranged as shown in FIGS. 4 and 5, the automatic transmission 3 is not limited to the stepped type as in the present embodiment, but is a continuously variable transmission. May be.

2 Drive Wheel 3 Transmission 5 Motor / Generator (Motor)
7 Second clutch (clutch)
20 Integrated controller (clutch control means, shift clutch control means, motor torque limiting means)
100 Hybrid vehicle (vehicle)

Claims (5)

A motor as a drive source;
A transmission interposed between the motor and the drive wheel;
A clutch disposed on a power transmission path from the motor to the drive wheel;
Clutch control means for lowering the transmission torque capacity of the clutch while traveling by the driving force of the motor to shift the clutch from the engaged state to the slip engaged state, and maintaining the slip engaged state;
When the transmission of the transmission is started while the clutch is held in the slip engagement state by the clutch control means, the transmission torque capacity of the clutch is increased to shift the clutch to the engagement state. Clutch control means,
A vehicle control apparatus comprising:   2. The shift clutch control means increases the transmission torque capacity of the clutch to a torque capacity at which the clutch is not in a fully engaged state and the slip amount of the clutch becomes zero. Vehicle control device.   The shift clutch control means lowers the transmission torque capacity of the clutch to a torque capacity obtained by adding a predetermined offset torque to the output torque of the motor when the inertia phase is started while the transmission is shifting. The vehicle control device according to claim 1, wherein the control device is a vehicle control device. Motor torque limiting means for limiting the rate of change of the output torque of the motor from when the shifting of the transmission is started until the slip amount of the clutch falls below a predetermined minute slip amount;
The vehicle control device according to any one of claims 1 to 3, further comprising:   The shift clutch control means increases the transmission torque capacity of the clutch at a predetermined gentle gradient until the slip amount of the clutch becomes equal to or less than the predetermined minute slip amount when the shift of the transmission is started. The transmission torque capacity of the clutch is increased with a predetermined steep slope after the slip amount of the clutch becomes equal to or less than the predetermined minute slip amount. The vehicle control device according to any one of the preceding claims.

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