JP2015033903A - Control device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device of a vehicle capable of achieving both protection of a clutch and securement of start performance in a well-balanced manner by appropriately performing brake cooperative control for preventing backward movement of a vehicle parking on an uphill road according to a load of the clutch.SOLUTION: In a control device of a vehicle, if a target drive torque TRQVCMD of a vehicle V is more than zero, and a vehicle speed VP is approximately zero, the vehicle V is determined to be in a stall state (Steps 3, 4, and 9 of Fig. 4). When the vehicle V is determined to be in a stall state, load parameters (clutch difference torque ΔTRQCL, clutch temperature TCL, and vehicle speed VP) indicating a load of a first clutch 7 or a second clutch 8 connected are detected, and based on the detection result, braking is performed by a second brake device 70, and brake cooperative control for cutting off the first cutch 7 or the second clutch 8 is performed.(Steps 10, 11, and 16 of Fig. 4, and Fig. 5).

Description

  The present invention relates to a control device for a vehicle that transmits power from a power source to drive wheels via a clutch, and more particularly, to a vehicle that controls a vehicle that is stopped on an uphill with an accelerator pedal depressed. The present invention relates to a control device.

  As a conventional control device for this type of vehicle, for example, one described in Patent Document 1 below is known. This vehicle is a hybrid vehicle in which an internal combustion engine, a motor generator, and drive wheels are connected in series. A first clutch is disposed between the internal combustion engine and the motor generator, and a second clutch is disposed between the motor generator and the drive wheels. Is arranged. In addition to a foot brake device that performs braking in response to an operation of a brake pedal, the vehicle includes a second brake device that performs braking independently of the foot brake device.

  In this control device, when the vehicle is stopped, the first clutch is held in the engaged state and the second clutch is controlled in the slipping state. Further, the required torque is calculated according to the opening degree of the accelerator pedal, and the gradient load torque is calculated according to the road surface gradient. This gradient load torque is a torque that attempts to move the vehicle backward by the action of gravity when the vehicle is stopped on an uphill.

  When the condition that the road surface gradient is equal to or greater than the predetermined value, the foot brake is off, and the accelerator pedal is on and the required torque is smaller than the gradient load torque is established, the second brake device is operated, 2 Release the clutch. The operation of the second brake device prevents the vehicle from moving backward, and the release of the second clutch protects the second clutch by suppressing heat generation due to slippage of the second clutch and deterioration caused thereby. ing.

JP 2009-162291 A

  As described above, in this conventional control device, the operation of the second brake device and the release of the second clutch (hereinafter referred to as “brake cooperative control”) are performed in order to prevent the vehicle parked on the uphill from moving backward and protect the clutch. Is executed on condition that the road surface gradient is equal to or greater than a predetermined value and the required torque is smaller than the gradient load torque. Therefore, as long as these conditions are satisfied, the brake cooperative control is actually performed even when the differential rotation between the internal combustion engine and the drive wheels is small and the degree of slippage of the second clutch and the heat generated thereby is low. Will be executed. Once the brake coordination control is executed, it is necessary to release the second brake device and connect the second clutch when starting the vehicle after that. Be late. Therefore, in the conventional control device, there is a possibility that the start performance is significantly deteriorated by executing the brake cooperative control more than necessary.

  The present invention has been made to solve such a problem, and brake coordination control for preventing the reverse of a vehicle parked on an uphill can be appropriately executed according to the load of the clutch. Accordingly, an object of the present invention is to provide a vehicle control device capable of achieving both protection of the clutch and securing of start performance in a well-balanced manner.

  In order to achieve this object, the invention according to claim 1 of the present application is a clutch (first clutch 7) capable of connecting / disconnecting power of a power source (internal combustion engine 3 in the embodiment (hereinafter, the same in this section)). , A brake device (second brake) capable of transmitting the driving wheel (front wheel WF) via the second clutch 8) and braking the driving wheel independently of the braking according to the operation state of the foot brake 51. An accelerator position detector (accelerator position sensor 87) for detecting the accelerator pedal position (accelerator position AP) of the vehicle V, and the detected accelerator pedal. Based on the opening, target drive torque setting means (ECU 2, step 1 in FIG. 4) for setting the target drive torque TRQVCMD of the vehicle V, and the set target drive torque TRQVCMD Based on the engagement torque control means (first clutch actuator 71, second clutch actuator 72, ECU2) for controlling the clutch engagement torque (first engagement torque TRQCL1, second engagement torque TRQCL2, engagement torque TRQCL) based on When vehicle speed detection means (output rotation speed sensor 84) for detecting the vehicle speed (vehicle speed VP) and the target drive torque TRQVCMD is greater than 0 and the detected vehicle speed is substantially 0, the vehicle V Stall state determination means (ECU 2, steps 3, 4, and 9 in FIG. 4) for determining that the vehicle is in the stalled state, and a load parameter (clutch differential) that represents the load of the clutch when the vehicle V is determined to be in the stalled state Load parameter detection means (first) for detecting torque ΔTRQCL, clutch temperature TCL, vehicle speed VP The clutch rotational speed sensor 82, the second clutch rotational speed sensor 83, the first clutch temperature sensor 85, the second clutch temperature sensor 86, the output rotational speed sensor 84, the ECU 2) and the detected load parameter Brake coordination control means (ECU 2, step 16 in FIG. 4) that executes brake coordination control that brakes with the brake device and disengages the clutch is provided.

  This vehicle is configured to transmit power from a power source to a drive wheel via a clutch, and has a brake device capable of braking the drive wheel independently of an operation of a foot brake. In this control device, a target drive torque of the vehicle is set based on the detected opening of the accelerator pedal, and a clutch engagement torque (clutch engagement torque TRQCL) is controlled based on the target drive torque. Further, when the target drive torque is greater than 0 and the detected vehicle speed is substantially 0, it is determined that the vehicle is in a stalled state. Then, when it is determined that the vehicle is in a stalled state, a load parameter representing a load of the clutch is detected, and based on the detected load parameter, the brake coordination is performed by braking the driving wheel with the brake device and disconnecting the clutch. Execute control.

  The vehicle stall state defined as described above is a state where the accelerator pedal is lightly depressed on the uphill and the vehicle is almost stopped. For this reason, in this stall state, it is estimated that the clutch slips due to the differential rotation between the internal combustion engine and the drive wheels. In the present invention, since the brake cooperative control is executed when it is determined that the vehicle is in a stalled state, the vehicle is prevented from moving backward by braking by the brake device, and the clutch is disengaged to generate heat due to slipping of the clutch. The clutch can be appropriately protected by suppressing deterioration caused by the deterioration.

  Further, according to the present invention, when it is determined that the vehicle is in a stalled state, a load parameter indicating a load of the clutch is detected, and brake cooperative control is executed based on the detected load parameter. As a result, the brake cooperative control can be appropriately executed in accordance with the degree of slippage and heat generation due to the load of the clutch, thereby ensuring the start performance of the vehicle.

  According to a second aspect of the present invention, in the vehicle control apparatus according to the first aspect, the load parameter is a clutch differential torque ΔTRQCL, which is a difference between the target drive torque TRQVCMD and the clutch output torque (clutch output torque TRQOUT), the clutch At least one of the following temperature (clutch temperature TCL) and the speed of the vehicle V (vehicle speed VP).

  These differential torque, clutch temperature, and vehicle speed all represent the degree of slippage and heat generation due to the load of the clutch when the vehicle is in a stalled state. For example, the difference between the target drive torque and the output torque of the clutch is the load itself to be absorbed by the clutch, and the greater the value, the higher the degree of clutch slip and heat generation.

  Further, the higher the clutch temperature, the lower the margin to the upper limit temperature at which the clutch is considered not to deteriorate, and the clutch is likely to be overheated. Furthermore, the lower the vehicle speed, the greater the differential rotation between the internal combustion engine and the drive wheels, and the greater the clutch load, so the degree of clutch slippage and heat generation is higher. Therefore, according to the present invention, by using at least one of these three parameters as a load parameter, the brake cooperative control can be appropriately executed based on the detection result.

  The invention according to claim 3 is the vehicle control apparatus according to claim 2, wherein the difference torque calculation means for calculating the difference torque when the vehicle V shifts to the stalled state (ECU2, steps 31 and 32 in FIG. 5). And a first predetermined time setting means (ECU 2, step 10 in FIG. 4, steps 33 and 36 in FIG. 5) for setting the first predetermined time TMREF1 according to the calculated differential torque, and the vehicle V shifts to a stalled state. A first timer (stall timer) that counts the elapsed time after the operation, and the brake cooperative control means is configured such that the elapsed time (stall timer value TM_STL) measured by the first timer reaches the first predetermined time TMREF1. When this occurs, the brake cooperative control is started (steps 11, 12, and 16 in FIG. 4).

  According to this configuration, since the brake cooperative control is executed on condition that the stall state of the vehicle continues for the first predetermined time, the brake cooperative control is executed when the stall state ends in a relatively short time. It can be avoided reliably. Further, as described above, the greater the differential torque between the target drive torque and the clutch output torque, the greater the clutch slip and the higher the degree of heat generation. According to this configuration, since the first predetermined time is set according to the differential torque when the vehicle enters the stalled state, the brake coordination is performed at an appropriate timing corresponding to the assumed clutch slippage and heat generation state. Control can begin.

  According to a fourth aspect of the present invention, in the vehicle control apparatus according to the third aspect, the clutch temperature detecting means (first clutch temperature detecting means (first clutch temperature TCL1, second clutch temperature TCL2, clutch temperature TCL) for detecting the clutch temperature is provided. A clutch temperature sensor 85 and a second clutch temperature sensor 86), and the first predetermined time setting means sets the first predetermined time TMREF1 further according to the detected clutch temperature and vehicle speed (vehicle speed VP). (Steps 34, 35, and 36 in FIG. 5).

  As described above, the higher the clutch temperature is, the lower the margin to the upper limit temperature of the clutch is. Therefore, the clutch is likely to overheat, and the lower the vehicle speed, the higher the degree of clutch slip and heat generation. . According to this configuration, the first predetermined time is set in accordance with the detected clutch temperature and the vehicle speed in addition to the differential torque, so that the actual clutch temperature and the expected clutch slip and heat generation are set. The brake cooperative control can be started at a more appropriate timing that further matches the state.

  According to a fifth aspect of the present invention, in the vehicle control device according to any one of the first to fourth aspects, the brake cooperative control unit is configured to increase the target drive torque TRQVCMD (target drive torque change amount) during the brake cooperative control. The feature is that the brake cooperative control is terminated when (ΔTRQV) reaches the first predetermined amount TRQREF1 (steps 18, 19, and 20 in FIG. 4).

  According to this configuration, during the brake cooperative control, the target drive torque increases as the accelerator pedal depression amount increases, and the brake cooperative control ends when the increase amount reaches the first predetermined amount. Therefore, it is possible to promptly shift to the start operation according to the driver's start request.

  According to a sixth aspect of the present invention, in the vehicle control device according to the fifth aspect, the brake cooperative control means is configured such that, during the brake cooperative control, the amount of decrease in the target drive torque TRQVCMD (target drive torque change amount ΔTRQV) is The brake cooperative control is terminated when the second predetermined amount TRQREF2 larger than the one predetermined amount TRQREF1 is reached (steps 21, 19, and 20 in FIG. 4).

  According to this configuration, during the brake cooperative control, the target drive torque decreases according to the accelerator pedal stepping back, and the brake cooperative control is terminated when the reduction amount reaches the second predetermined amount. Thus, it is possible to smoothly shift to the start operation predicted to follow the stepping back. Further, since the second predetermined amount is larger than the first predetermined amount used when the target drive torque is increased, the execution time of the brake cooperative control is ensured for a longer time, so that the clutch can be sufficiently protected. .

  The invention according to claim 7 is the vehicle control device according to any one of claims 1 to 6, further comprising a second timer (brake cooperative control timer) for measuring an elapsed time after the brake cooperative control is started. The brake cooperative control means ends the brake cooperative control when the elapsed time (brake cooperative control timer value TM_CONB) counted by the second timer reaches the second predetermined time TMREF2 (step 22 in FIG. 4). , 19, 20).

  According to this configuration, the brake cooperative control is terminated when the second predetermined time has elapsed after the brake cooperative control is started. Accordingly, the brake cooperative control can be terminated at an appropriate timing when the temperature of the clutch is sufficiently lowered by the brake cooperative control, and the subsequent start operation can be smoothly performed.

It is a figure showing roughly composition of vehicles to which the present invention is applied. 1 is a diagram schematically showing a configuration of a vehicle braking device. FIG. It is a block diagram which shows the control apparatus of a vehicle. It is a flowchart which shows a control process at the time of a stop. It is a flowchart which shows the subroutine of the calculation process of 1st predetermined time. It is a map for calculating the basic value of the first predetermined time. 6 is a map for calculating a clutch temperature correction term for a first predetermined time. 6 is a map for calculating a vehicle speed correction term for a first predetermined time. It is a map for calculating the 2nd predetermined time. It is a timing chart which shows the example of operation obtained by control processing at the time of a stop. It is a timing chart which shows the other operation example obtained by the control processing at the time of a stop.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. A vehicle V shown in FIG. 1 includes an internal combustion engine (hereinafter referred to as “engine”) 3 and an electric motor (hereinafter referred to as “motor”) 4 as power sources, left and right front wheels WF (WFL, WFR) as drive wheels, and a slave. This is a four-wheel hybrid vehicle including left and right rear wheels WR (WRL, WRR) (see FIG. 2) as driving wheels. The vehicle V further includes an automatic transmission 5 for shifting the power of the engine 3 and the motor 4, a braking device 6 for braking the vehicle V, and the like.

  The engine 3 includes a crankshaft 3a, a fuel injection valve 3b and a spark plug 3c (only one is shown in FIG. 3) provided for each cylinder. The operations of the fuel injection valve 3b and the spark plug 3c are controlled by the ECU 2 described later, whereby the power of the engine 3 is controlled and output from the crankshaft 3a.

  The motor 4 is composed of, for example, a brushless DC motor, and is configured as a motor generator. The motor 4 converts electric power supplied from a battery (not shown) into motive power, and outputs power, and converts the input motive power into electric power ( Power generation), and regenerative charging of the battery is possible. The operation of the motor 4 is also controlled by the ECU 2.

  The automatic transmission 5 is of a so-called dual clutch type, and includes first and second clutches 7 and 8, a first input shaft 11, a second input shaft 12, a countershaft 20, an output shaft 30 and a reverse shaft that are parallel to each other. A shaft 40 and the like are provided.

  The first clutch 7 is formed of, for example, a dry multi-plate clutch, and is coaxial with the flywheel type outer clutch plate 7a provided integrally with the crankshaft 3a and one end of the first input shaft 11. The inner clutch plate 7b provided integrally, a first clutch actuator 71 (see FIG. 3) for driving the inner clutch plate 7b to the outer clutch plate 7a side, and the inner clutch plate 7b on the opposite side of the outer clutch plate 7a. A return spring (not shown) for biasing is provided.

  The first clutch / actuator 71 includes a motor electrically connected to the ECU 2 and a hydraulic circuit including a hydraulic cylinder driven by the motor (none of which is shown). The operation of the first clutch / actuator 71 is controlled in accordance with a control signal output from the ECU 2, whereby the connection / disconnection of the first clutch 7 and the fastening force at the time of connection are controlled. For example, when a drive signal is output from the ECU 2, the inner clutch plate 7b is driven against the urging force of the return spring, and is strongly pressed against the outer clutch plate 7a, whereby the first clutch 7 is connected. . In the connected state of the first clutch 7, the power of the engine 3 is transmitted from the crankshaft 3 a to the first input shaft 11 via the first clutch 7.

  The second clutch 8 is configured in the same manner as the first clutch 7. The outer clutch plate 8 a provided coaxially and integrally with the outer clutch plate 7 a of the first clutch 7 and one end of the second input shaft 12. The inner clutch plate 8b, the second clutch / actuator 72 (see FIG. 3) for driving the inner clutch plate 8b toward the outer clutch plate 8a, and the inner clutch plate 8b biased to the opposite side of the outer clutch plate 8a. A return spring (not shown) is provided.

  Accordingly, the operation of the second clutch / actuator 72 is controlled in accordance with a control signal output from the ECU 2, whereby the connection / disconnection of the second clutch 8 and the fastening force at the time of connection are controlled. In the connected state of the second clutch 8, the power of the engine 3 is transmitted from the crankshaft 3 a to the second input shaft 12 via the second clutch 8.

  The first and second clutch actuators 71 and 72 are provided with first and second hydraulic pressure sensors 89 and 90, respectively (see FIG. 3). The first and second hydraulic sensors 89 and 90 detect the hydraulic pressures PCL1 and PCL2 in the hydraulic circuits of the first and second clutch actuators 71 and 72, respectively, and output the detection signals to the ECU 2. The ECU 2 determines the connection / disconnection state of the first and second clutches 7 and 8 based on these hydraulic pressures PCL1 and PCL2, and calculates the respective engagement torques TRQCL1 and TRQCL2.

  The first input shaft 11 described above is rotatably supported by the mission case 10, and an inner clutch plate 7 b of the first clutch 7 is coaxially and integrally provided at one end thereof, and at the other end thereof. A sun gear 9a of a planetary gear mechanism 9 to be described later is integrally provided coaxially.

  On the first input shaft 11, from the engine 3 side toward the motor 4 side, the input gear 11a, the 3rd speed drive gear 13, the 3rd speed sync mechanism 16, the 7th speed drive gear 15, the 5-7th speed sync mechanism 17, A 5-speed drive gear 14, a hollow shaft 19, a planetary gear mechanism 9, and a 1-speed sync mechanism 18 are provided. These elements 7, 11 a and 13 to 19 are arranged coaxially with the first input shaft 11, and the input gear 11 a meshes with a reverse gear 42 described later.

  On the other hand, the second input shaft 12 is a hollow shaft disposed coaxially outside the first input shaft 11, and is rotatable with respect to the first input shaft 11 and is rotatable with respect to the transmission case 8. It is supported. Further, the inner clutch plate 8b of the second clutch 8 described above is coaxially provided at one end of the second input shaft 12, and the gear 12a is integrally provided at the other end. The gear 12a meshes with the idler gear 44.

  The third speed drive gear 13 is rotatably provided on the first input shaft 11 and meshes with a 2-3 speed driven gear 31 (described later) of the output shaft 30, and these gears 13, 31 constitute a third speed stage. ing. The 3-speed sync mechanism 16 is configured in the same manner as the sync mechanism proposed by the present applicant in, for example, Japanese Patent No. 4242189, and is connected to a gear actuator 73 (see FIG. 5) via a 3-speed shift fork (not shown). 3).

  The gear actuator 73 is a combination of an electric motor electrically connected to the ECU 2 and a gear mechanism. The gear actuator 73 drives the third-speed sync mechanism 16 via a third-speed shift fork under the control of the ECU 2. As a result, the third speed drive gear 13 is connected to the first input shaft 11 or the connection is released, so that the third speed is switched between the in-gear state and the neutral state.

  The seventh speed drive gear 15 is rotatably provided on the first input shaft 11 and meshes with a later-described 6-7 speed driven gear 33 of the output shaft 30. By these gears 15, 33, the seventh speed stage is engaged. Is configured. Further, the 5-speed drive gear 14 is integrally provided at the end of the hollow shaft 19 on the engine 3 side, and meshes with a 4-5-speed driven gear 32 (to be described later) of the output shaft 30. A fifth gear is configured.

  The 5-7 speed sync mechanism 17 is configured in the same manner as the 3 speed sync mechanism 16 described above, and is connected to the gear actuator 73 via a 5-7 speed shift fork (not shown). By driving the 5-7 speed sync mechanism 17 by the gear actuator 73, the 5th speed stage and the 7th speed stage are switched between the in-gear state and the neutral state.

  The planetary gear mechanism 9 is of a single planetary type, and includes a sun gear 9a, a rotatable ring gear 9b, a plurality of (for example, three) planetary gears 9c (only two are shown) meshing with both the gears 9a and 9b, and a planetary gear. It has a rotatable carrier 9d that rotatably supports 9c.

  The sun gear 9 a is provided integrally with the rotating shaft 4 a of the motor 4, and the rotating shaft 4 a is provided coaxially and integrally with the first input shaft 11. With the above configuration, the rotating shaft 4a, the sun gear 9a, and the first input shaft 11 rotate integrally with each other. Further, the carrier 9d is provided integrally with the hollow shaft 19, and the first-speed sync mechanism 18 described above is provided on the ring gear 9b.

  The first-speed sync mechanism 18 is configured in the same manner as the third-speed sync mechanism 16, and is connected to the gear actuator 73 via a first-speed shift fork (not shown). When the first gear is set to the in-gear state, the gear actuator 73 drives the first gear sync mechanism 18 to connect the ring gear 9b to the transmission case 10, thereby holding the ring gear 9b non-rotatable. . Further, when the first gear is set to the neutral state, the first gear sync mechanism 18 releases the connection between the ring gear 9b and the transmission case 10, thereby allowing the ring gear 9b to rotate.

  With the above configuration, in the automatic transmission 5, when the first gear is in-gear and traveling at the first gear, the power of the engine 3 is the first clutch 7, the first input shaft 11, and the planetary gear mechanism 9. These are transmitted to the front wheel WF via the hollow shaft 19, the fifth speed drive gear 14, the 4-5 speed driven gear 32, the output shaft 30, the output gear 34, and the final reduction gear FG.

  On the other hand, the auxiliary shaft 20 described above is rotatably supported by the mission case 10. On the auxiliary shaft 20, the input gear 24, the second speed drive gear 21, the second speed sync mechanism 25, the sixth speed drive gear 23, the fourth speed gear sync mechanism 26, A 4-speed drive gear 22 is provided.

  The input gear 24 meshes with the idler gear 44, and the idler gear 44 meshes with the gear 12a of the second input shaft 12 as described above. Thereby, the auxiliary shaft 20 is connected to the second input shaft 12 via these gears 12a, 44, and 24.

  The second-speed drive gear 21 is rotatably provided on the auxiliary shaft 20 and meshes with the 2-3-speed driven gear 31 of the output shaft 30, and the gears 21 and 31 constitute a second-speed stage. . Further, the 2-speed sync mechanism 25 is connected to the gear actuator 73 via a 2-speed shift fork (not shown). The second gear is switched between the in-gear state and the neutral state by driving the second-speed sync mechanism 25 by the gear actuator 73.

  The sixth speed drive gear 23 is rotatably provided on the auxiliary shaft 20 and meshes with the 6-7 speed driven gear 33 of the output shaft 30, and these gears 23, 33 constitute a sixth speed stage. The 4-speed drive gear 22 is also rotatably provided on the subshaft 20 and meshes with the 4-5-speed driven gear 32 described above, and these gears 22, 32 constitute a 4-speed stage.

  The 4-6 speed sync mechanism 26 is connected to the gear actuator 73 via a 4-6 speed shift fork (not shown). By driving the 4-6 speed sync mechanism 26 by the gear actuator 73, the 4th speed stage and the 6th speed stage are switched between the in-gear state and the neutral state.

  Further, the output shaft 30 is rotatably supported by the mission case 10. An output gear 34, a 2-3 speed driven gear 31, a 6-7 speed driven gear 33, and a 4-5 speed driven gear 32 are integrated with the output shaft 30 in order from the engine 3 side to the motor 4 side. Is provided.

  On the other hand, as described above, the 2-3 speed driven gear 31 is connected to the 2nd speed drive gear 21 and the 3rd speed drive gear 13, and the 6-7 speed driven gear 33 is connected to the 6th speed drive gear 23 and the 7th speed drive gear 15. The fifth speed driven gear 32 meshes with the fourth speed driving gear 22 and the fifth speed driving gear 14, respectively. Further, the output gear 34 meshes with the final reduction gear FG, whereby the rotation of the output shaft 30 is transmitted to the drive wheels DW via the final reduction gear FG.

  On the other hand, a reverse input gear 41, a reverse gear 42, and a reverse synchronization mechanism 43 are provided on the reverse shaft 40 from the engine 3 side toward the motor 4 side. The reverse / input gear 41 is provided integrally with the reverse shaft 40 and meshes with the idler gear 44 described above. The reverse gear 42 is rotatably provided on the reverse shaft 40 and meshes with the above-described input gear 11 a of the first input shaft 11.

  Further, the reverse sync mechanism 43 is configured in the same manner as the three-speed sync mechanism 16, and is connected to the gear actuator 73 via a reverse shift fork (not shown). When the reverse gear is set to the in-gear state for reverse travel, the reverse sync mechanism 43 is driven by the gear actuator 73, whereby the reverse gear 42 is coupled to the reverse shaft 40. When the reverse gear is set to the neutral state, the reverse synchronization mechanism 43 releases the connection between the reverse gear 42 and the reverse shaft 40.

  As shown in FIG. 2, the braking device 6 is a hydraulic type using brake fluid such as hydraulic fluid, and includes a brake pedal 51, a hydraulic pressure generating device 54 having a master cylinder 52, a hydraulic pressure circuit 53, and the like. , A hydraulic pump 55 provided in the hydraulic circuit 53, an electric hydraulic motor 56 connected to the hydraulic pump 55, and disc brakes (not shown) provided on the left and right front wheels WF and the rear wheels WR, respectively. ) Etc.

  The master cylinder 52 is, for example, a tandem type having two hydraulic chambers and pistons (both not shown), and brake fluid is supplied from the reservoir 57 to each hydraulic chamber, The brake pedal 51 is connected. A brake booster 58 for assisting the operating force of the brake pedal 51 is provided between the brake pedal 51 and the master cylinder 52 using a negative pressure in an intake pipe (not shown).

  When the brake pedal 51 is depressed, the two pistons move and pressurize the brake fluid in each hydraulic pressure chamber, thereby generating a brake fluid pressure corresponding to the depression force of the brake pedal 51 assisted by the brake booster 58. The fluid pressure circuit 53 is supplied from the two output ports 59 and 59 communicating with the fluid pressure chambers via the first fluid passages 60 and 60.

  The hydraulic circuit 53 has a plurality of second liquid passages communicating with the first liquid passage 60 and a control valve (none of which is shown) including an electromagnetic valve or the like provided in each second liquid passage. The brake fluid pressure supplied via the first fluid passage 60 is controlled by the control valve, and then supplied to the wheel cylinders 63 of the front wheel WF and the rear wheel WR via the third fluid passage 61. Accordingly, the vehicle V is braked by driving a brake pad (not shown) of the disc brake.

  The hydraulic pump 55, together with the hydraulic motor 56 and the like, constitutes a second brake device 70 that brakes the vehicle V independently of the operation state of the brake pedal 51. The hydraulic motor 56 is actuated by a drive signal from the ECU 2 and drives the hydraulic pump 55. The brake fluid pressure increased by the operation of the fluid pressure pump 55 is supplied to each wheel cylinder 63, whereby the vehicle V is braked.

  As shown in FIG. 3, the ECU 2 includes an engine speed sensor 81, a first clutch speed sensor 82, a second clutch speed sensor 83, and an output speed sensor 84, so that the speed of the crankshaft 3 a (hereinafter “ NE, the number of revolutions of the first input shaft 11 (hereinafter referred to as “first clutch revolution number”) NCL1, the number of revolutions of the second input shaft 12 (hereinafter referred to as “second clutch revolution number”) NCL2, and the output Detection signals representing the rotational speed of the shaft 30 (hereinafter referred to as “output rotational speed”) NOUT are input. The ECU 2 calculates a vehicle speed VP that is the speed of the vehicle V based on the input output rotational speed NOUT.

  Further, the ECU 2 receives from the first and second clutch temperature sensors 85 and 86 the temperature of the first clutch 7 (hereinafter referred to as “first clutch temperature”) TCL1 and the temperature of the second clutch 8 (hereinafter referred to as “second clutch”). Temperature ") A detection signal representing TCL2 is input. The ECU 2 further receives from the accelerator opening sensor 87 a detection signal indicating the opening (hereinafter referred to as “accelerator opening”) AP of an accelerator pedal (not shown) of the vehicle V from the wheel cylinder pressure sensor 88 to the wheel cylinder. Detection signals representing brake hydraulic pressure (hereinafter referred to as “wheel cylinder pressure”) PWC supplied to 63 are respectively input.

  The ECU 2 is composed of a microcomputer including a CPU, a RAM, a ROM, an I / O interface (all not shown), and the like. ECU2 discriminate | determines the driving | running state of the vehicle V and the engine 3 according to the detection signal of the various sensors 81-88 mentioned above, etc., and performs various control processing according to the discriminating driving | running state.

  In the present embodiment, the ECU 2 includes target drive torque setting means, engagement torque control means, stall state determination means, load parameter detection means, brake cooperative control means, differential torque calculation means, first predetermined time setting means, first timer, And corresponds to the second timer.

  FIG. 4 shows a stop time control process executed by the ECU 2. This control at the time of stopping is executed when the vehicle V is in a stopped state. In particular, when the vehicle V is stopped on an uphill, the vehicle V is prevented from moving backward and is in a sliding state. In order to prevent overheating of the clutch 7 or the second clutch 8, brake cooperative control is performed. This process is repeatedly executed every predetermined time.

  In this process, first, in step 1 (illustrated as “S1”, the same applies hereinafter), the target drive torque TRQVCMD of the vehicle V is calculated. In this case, the target drive torque TRQVCMD is calculated so as to increase as the accelerator opening AP increases, according to the detected accelerator opening AP and the vehicle speed VP.

  Next, it is determined whether or not the brake cooperative control flag F_CONB is “1” (step 2). As will be described later, the brake cooperative control flag F_CONB is set to “1” during execution of the brake cooperative control.

  If the answer to step 2 is NO and the brake cooperative control is not being executed, it is determined whether or not the target drive torque TRQVCMD of the vehicle V calculated in step 1 is greater than 0 (step 3), and the vehicle speed VP. Is determined to be substantially 0 (step 4). The vehicle speed VP in this case is “substantially 0”, including a state where the vehicle V is slightly moving forward or backward, and when α1 and α2 are set to positive predetermined values close to 0, −α1 ≦ VP ≦ α2 Is defined as a state in which

  If the answer to step 3 or 4 is NO, it is determined that the vehicle V is not in a stalled state, and a stall flag F_STL is set to “0” to indicate that (step 5), and the vehicle is determined to be in a stalled state. TM_STL (hereinafter referred to as “stall timer value”) TM_STL of the stall timer (first timer) that counts the elapsed time after counting in an up-count manner is reset to 0 (step 6).

  Next, normal control of the 1st and 2nd clutches 7 and 8 and the braking device 6 is performed (step 7), and this process is complete | finished. In this normal control, the gear position of the automatic transmission 5 is determined according to the driving state of the vehicle V, and the first and second clutches 7 and 8 corresponding to the determined gear position are selected. The first or second clutch actuators 71 and 72 are controlled so that the selected engagement torque of the first or second clutch 8 becomes the target drive torque TRQVCMD. The second brake device 70 is stopped in principle, and the braking device 6 performs braking according to the operation state of the brake pedal 51.

  On the other hand, if the answer to steps 3 and 4 is YES, the target drive torque TRQVCMD of the vehicle V is greater than 0, and the vehicle speed VP is approximately 0, it is determined that the vehicle V is in a stalled state. Next, it is determined whether or not the stall flag F_STL is “1” (step 8). If the answer to this question is NO, which corresponds to immediately after it is determined that the current processing cycle is in the stalled state, the stall flag F_STL is set to “1” (step 9), and the first predetermined time TMREF1 is calculated (step 10). ). As will be described later, the first predetermined time TMREF1 corresponds to a waiting time until the brake cooperative control is started after it is determined that the vehicle V is in the stalled state.

  FIG. 5 shows a subroutine for calculating the first predetermined time TMREF1. In this process, first, in step 31, the clutch output torque TRQOUT is calculated. This clutch output torque TRQOUT is a torque output from the first or second clutch 7 or 8 being connected, and is based on the detected first clutch rotational speed NCL1 when the first clutch 7 is connected. When the second clutch 8 is engaged, it is calculated based on the detected second clutch rotational speed NCL2.

  Next, the difference between the target drive torque TRQVCMD of the vehicle V and the clutch output torque TRQOUT is calculated as the clutch differential torque ΔTRQCL (step 32). Next, the basic value TMBASE of the first predetermined time TMREF1 is calculated by searching the map shown in FIG. 6 according to the calculated clutch differential torque ΔTRQCL (step 33). In this map, the basic value TMBASE is set to a smaller value because it is estimated that the greater the differential torque ΔTRQCL is, the greater the clutch load, and thus the higher the degree of slipping and heat generation of the clutch. .

  Next, the clutch temperature correction term ΔTMCL is calculated by searching the map shown in FIG. 7 according to the clutch temperature TCL (step 34). As the clutch temperature TCL, the detected first clutch temperature TCL1 is used when the first clutch 7 is connected, and the detected second clutch temperature TCL2 is used when the second clutch 8 is connected. It is done. In the above map, the clutch temperature correction term ΔTMCL is set to a smaller value because it is estimated that the higher the clutch temperature TCL, the lower the margin to the upper limit temperature of the clutch, and the clutch is likely to overheat. Has been.

  Next, a vehicle speed correction term ΔTMVP is calculated by searching the map shown in FIG. 8 according to the vehicle speed VP (step 35). In this map, the vehicle speed correction term ΔTMVP is estimated to be smaller as the vehicle speed VP is lower, because the differential rotation between the engine 3 and the front wheels WF is larger and the degree of clutch slipping and heat generation is higher. Is set.

  Finally, the first predetermined time TMREF1 is calculated by adding the clutch temperature correction term ΔTMCL and the vehicle speed correction term ΔTMVP to the basic value TMBASE calculated as described above (step 36), and the present process is terminated.

  Returning to FIG. 4, after calculating the first predetermined time TMREF1 in step 10, or when the answer to step 8 is YES and it is determined that the vehicle V is already in a stalled state, the process proceeds to step 11 and stalls. It is determined whether or not the timer value TM_STL is equal to or longer than a first predetermined time TMREF1. If the answer to this question is NO and the first predetermined time TMREF1 has not elapsed after the vehicle V has entered the stalled state, the routine proceeds to step 7, where normal control is continued, and this processing is terminated.

  On the other hand, if the answer to step 11 is YES and the first predetermined time TMREF1 has elapsed after shifting to the stall state, the brake cooperative control is to be executed, and the brake cooperative control flag F_CONB is set to indicate that. It is set to “1” (step 12). Further, the target drive torque TRQVCMD at that time is set and stored as the initial value TRQV0 at the start of the brake cooperative control (step 13), and the second predetermined time TMREF2 is calculated (step 14).

  The second predetermined time TMREF2 corresponds to the maximum execution time of the brake cooperative control, and is calculated by searching a map shown in FIG. 9 according to the clutch temperature TCL and the engine speed NE. This map is composed of two maps set for the first and second predetermined values NEREFL and NEREFH (> NEREFL) of the engine speed NE.

  In this map, the second predetermined time TMREF2 is set to a larger value because the higher the clutch temperature TCL and the lower the engine speed NE, the longer the time required until the clutch temperature sufficiently decreases. Yes. Note that when the detected engine speed NE does not coincide with any of the first and second predetermined values NEREFL and NEREFH, the second predetermined time TMREF2 is calculated by an interpolation calculation.

  Next, the value of the brake cooperative control timer (second timer) TM_CONB that counts the elapsed time from the start of the brake cooperative control in an up-count manner (hereinafter referred to as “brake cooperative control timer value”) is reset to 0 (step 15) After that, brake cooperative control is executed (step 16), and this process is terminated. This brake cooperative control brakes the vehicle V by the second brake device 70 and disconnects the connected first or second clutch 7, 8, details of which will be described later.

  When the brake cooperative control is thus started, the answer to step 2 becomes YES, and in this case, the target drive torque TRQVCMD of the vehicle V at that time and the initial value TRQV0 stored in step 13 The difference (= TRQVCMD−TRQV0) is calculated as a target drive torque change amount ΔTRQV during brake cooperative control (step 17).

  Next, it is determined whether or not the calculated target drive torque change amount ΔTRQV is equal to or greater than a first predetermined amount TRQREF1 (step 18). When this answer is YES, that is, when the accelerator pedal is further depressed during the brake cooperative control, the target drive torque TRQVCMD increases, and when the increase amount reaches the first predetermined amount TRQREF1, the driver It is determined that the vehicle is intended to start, the brake cooperative control is terminated, and the brake cooperative control flag F_CONB is set to “0” (step 19). Moreover, brake cooperation cancellation | release control is performed (step 20) and this process is complete | finished. Details of the brake coordination release control will be described later.

  On the other hand, when the answer to step 18 is NO, it is determined whether or not the target drive torque change amount ΔTRQV is equal to or smaller than a second predetermined amount TRQREF2 (step 21). The second predetermined amount TRQREF2 is a negative value, and its absolute value is set to a value larger than the first predetermined amount TRQREF1. When the answer to step 21 is YES, that is, when the target drive torque TRQVCMD decreases and the amount of decrease reaches the second predetermined amount TRQREF2 in response to the accelerator pedal being depressed during the brake cooperative control, It is assumed that the brake cooperative control is terminated, and the process proceeds to steps 19 and 20, where the brake cooperative control flag F_CONB is set to “0” and the brake cooperative release control is executed.

  If the answer to step 21 is NO, it is determined whether or not the brake cooperative control timer value TM_CONB is equal to or longer than the second predetermined time TMREF2 calculated in the step 14 (step 22). When the answer is NO, the process proceeds to step 16 and the brake cooperative control is continued. On the other hand, if the answer to step 22 is YES and the second predetermined time TMREF2 has elapsed after the start of the brake cooperative control, the brake cooperative control is terminated, and the process proceeds to steps 19 and 20 to execute the brake cooperative release control. To do.

  Next, with reference to FIGS. 10 and 11, the operation obtained by the stop time control process described so far will be described in detail including the contents of the brake cooperative control and the brake cooperative release control. FIG. 10 shows that the brake cooperative control is executed while the vehicle V is stopped, the target drive torque TRQVCMD of the vehicle V increases during the brake cooperative control, and the target drive torque change amount ΔTRQV reaches the first predetermined amount TRQREF1. An example of the operation in which the brake cooperative control is terminated due to the above is shown.

  As shown in FIGS. 10 and 11, as a basic operation, the target drive torque (hereinafter simply referred to as “target drive torque”) TRQVCMD (dotted line in both figures) of the vehicle V is proportional to the accelerator pedal opening AP. The target drive torque (hereinafter referred to as “target engine drive torque”) TRQECMD (solid line) of the engine 3 is set to a value equal to the target drive torque TRQVCMD, and the first or second clutch 7, 8 is set. The engagement torques TRQCL1 and TRQCL2 (hereinafter collectively referred to as “clutch engagement torque TRQCL”) are controlled to coincide with the target engine drive torque TRQECMD.

  In FIG. 10, when the brake pedal 51 is turned off and the accelerator pedal opening AP is greater than 0 and the vehicle speed VP becomes substantially 0 (t1), it is determined that the vehicle V has stalled (FIG. 4). Step 3, 4: YES), the time measurement by the stall timer is started, and the stall timer value TM_STL increases.

  Thereafter, when the stall timer value TM_STL reaches the first predetermined time TMREF1 (t2), the brake cooperative control flag F_CONB is set to “1”, and the brake cooperative control is started. In this brake cooperative control, the brake torque TRQBR (broken line) is increased to the target engine drive torque TRQECMD by operating the second brake device 70 simultaneously with the start thereof.

  Thereafter, from the point (t3) when the increase of the brake torque TRQBR is completed, the target engine drive torque TRQECMD is decreased to a value 0 corresponding to the idling operation state, and the clutch engagement torque TRQCL is decreased so as to coincide with it. When the target engine drive torque TRQECMD becomes 0 (t4), the clutch engagement torque TRQCL also becomes 0, and the connected first or second clutch 7 or 8 is completely disconnected.

  Note that during the brake cooperative control, even if the target drive torque TRQVCMD slightly decreases (t5 to t6) as the accelerator pedal opening AP decreases due to depression of the accelerator pedal, the target drive torque TRQVCMD remains at the second predetermined amount TRQREF2. As long as the target engine drive torque TRQECMD is not reached, the first or second clutch 7 or 8 is also maintained in the disconnected state.

  Thereafter, the target drive torque TRQVCMD increases as the accelerator pedal opening AP increases due to the depression of the accelerator pedal, and when the target drive torque change amount ΔTRQV reaches the first predetermined amount TRQREF1 (t7), the brake cooperative control flag F_CONB becomes “ Is reset to “0”, and the brake cooperative control is finished, and the process proceeds to the brake cooperative release control.

  In this brake coordination release control, the target engine drive torque TRQECMD is increased from the start thereof, and the clutch engagement torque TRQCL is increased accordingly. Thereafter, the second brake device 70 is stopped when the clutch engagement torque TRQCL increases to the target drive torque TRQVCMD (t8). As a result, the brake torque TRQBR is reduced to 0, and the brake coordination release control is terminated.

  FIG. 11 shows that the brake cooperative control is executed while the vehicle V is stopped, the target drive torque TRQVCMD decreases during the brake cooperative control, and the target drive torque change amount ΔTRQV reaches the second predetermined amount TRQREF2. The cause is an operation example in which the brake cooperative control ends.

  In this example, the brake cooperative control is executed at time points t11 to t15, and the operation is the same as in the case of FIG. During the brake cooperative control, the target drive torque TRQVCMD decreases as the accelerator pedal opening AP decreases due to the accelerator pedal being depressed, and the target drive torque change amount ΔTRQV reaches the second predetermined amount TRQREF2 (t15). The control flag F_CONB is reset to “0”, the brake cooperative control ends, and the process proceeds to the brake cooperative release control.

  In this example, as the accelerator pedal opening AP decreases, the vehicle speed VP becomes a negative value and the vehicle V moves backward at the end of the brake cooperative control (t16). In this case, as the brake cooperative release control, the second brake device 70 is stopped from the start thereof, the brake torque TRQBR is decreased, and the motor 4 is set in the regenerative mode in order to stop the vehicle V moving backward. And the motor braking torque TRQMBR is thereby applied to the vehicle V. By the braking by the motor 4, the vehicle V that has moved backward is decelerated and the vehicle speed VP approaches zero.

  The reason for performing such braking by the motor 4 is that when the vehicle V moves backward, the differential rotation between the engine 3 and the front wheels WF increases, so that braking of the vehicle V is performed by connecting a clutch and increasing the driving torque of the engine. If this is done, the load on the clutch will increase, so that it can be avoided.

  Thereafter, as the accelerator pedal opening AP increases, the target drive torque TRQVCMD increases. For example, when the target drive torque change amount ΔTRQV reaches the first predetermined amount TRQREF1 (t16), the target engine drive torque TRQECMD and the clutch engagement torque. Increase TRQCL from zero. Thereafter, at time t17, when it is determined that the vehicle speed V has again shifted to the stalled state, timing by the stall timer is started. In this case, since the accelerator opening AP further increases at time t18 before the stall timer value TM_STL reaches the first predetermined time TMREF1, the vehicle shifts to the start operation without performing brake cooperative control.

  Although not shown in FIGS. 10 and 11, when the second predetermined time TMREF2 has elapsed after the start of the brake cooperative control, the answer to step 22 in FIG. Is terminated.

  As described above, according to the present embodiment, when the target drive torque TRQVCMD is greater than 0 and the vehicle speed V is approximately 0, the vehicle V is in a stalled state (on the uphill, the accelerator pedal is lightly depressed, It is determined that the vehicle is almost stopped and the first clutch 7 or the second clutch 8 is slipping). When it is determined that the vehicle V is in the stalled state, the brake cooperative control is executed. Therefore, the braking by the second brake device 70 prevents the vehicle V from moving backward, and the connected first or second By disengaging the two clutches 7 and 8 (hereinafter simply referred to as “clutch”), it is possible to appropriately protect the clutch by suppressing heat generation due to slipping of the clutch and deterioration resulting therefrom.

  Further, when it is determined that the vehicle V is in the stalled state, the brake cooperative control is not immediately executed, but after the determination, the first predetermined time TMREF1 set in accordance with the load parameter indicating the clutch load. When has elapsed, the brake cooperative control is started. Accordingly, the brake cooperative control can be appropriately executed according to the degree of slippage or heat generation due to the load of the clutch, and the start performance of the vehicle V can be ensured.

  Further, the clutch differential torque ΔTRQCL, the clutch temperature TCL, and the vehicle speed VP are used as the load parameters, and the first predetermined time TMREF1 is increased as the clutch differential torque ΔTRQCL increases, the clutch temperature TCL increases, and the vehicle speed VP decreases. Set to a smaller value. Accordingly, the brake cooperative control can be started at an appropriate timing corresponding to the degree of slippage and heat generation due to the load of the clutch and the actual temperature of the clutch.

  Further, during the brake cooperative control, when the accelerator pedal depression amount increases, the target drive torque TRQVCMD of the vehicle V increases, and when the target drive torque change amount ΔTRQV reaches the first predetermined amount TRQREF1, Since the control is terminated, it is possible to promptly shift to the start operation in response to the driver's start request.

  Alternatively, during the brake cooperative control, the brake cooperative control is terminated when the target drive torque TRQVCMD of the vehicle V decreases and the target drive torque change amount ΔTRQV reaches the second predetermined amount TRQREF2 in response to the accelerator pedal being depressed. Therefore, it is possible to smoothly shift to the start operation predicted to follow the accelerator pedal return.

  In addition, after the brake cooperative control is started, the brake cooperative control is ended when the second predetermined time TMREF2 has elapsed. Accordingly, the brake cooperative control can be terminated at an appropriate timing when the temperature of the clutch is sufficiently lowered by the brake cooperative control, and the subsequent start operation can be smoothly performed.

  In addition, this invention can be implemented in various aspects, without being limited to the described embodiment. For example, in the embodiment, the clutch differential torque ΔTRQCL, the clutch temperature TCL, and the vehicle speed VP are used as the clutch load parameters for setting the first predetermined time TMREF1, and any one or two of these are used. Alternatively, or in addition to or in addition, other suitable parameters representing the degree of clutch load, slippage and heat generation may be used.

  Moreover, the specific method of the control process shown in the embodiment is merely an example, and it is needless to say that another appropriate method may be adopted. For example, in the embodiment, the basic value TMBASE1 of the first predetermined time TMREF1 is calculated according to the clutch differential torque ΔTRQCL, and the clutch temperature correction term ΔTMCL and the vehicle speed correction term ΔTMVP are calculated according to the clutch temperature TCL and the vehicle speed VP. The first predetermined time TMREF1 is calculated by adding these, but the first predetermined time TMREF1 may be calculated using a map that predefines the relationship between these three parameters.

  In the embodiment, the present invention includes an engine 3 and a motor 4 as power sources, and a two-speed transmission mechanism that inputs the power through the first and second input shafts 11 and 12 to change speed. It is the example applied to the hybrid vehicle which has. The present invention is not limited to this, and can of course be applied to a vehicle having only the engine 3 or the motor 4 as a power source or a vehicle having a single transmission mechanism. In addition, it is possible to appropriately change the detailed configuration within the scope of the gist of the present invention.

2 ECU (target drive torque setting means, engagement torque control means, stall state determination means, load parameter detection means, brake cooperative control means, differential torque calculation means, first predetermined time setting means, first timer, second timer)
3 Internal combustion engine (power source)
7 First clutch (clutch)
8 Second clutch (clutch)
51 Foot brake 70 Second brake device (brake device)
71 1st clutch actuator (engagement torque control means)
72 Second clutch actuator (engagement torque control means)
82 First clutch rotational speed sensor (load parameter detecting means)
83 Second clutch rotational speed sensor (load parameter detecting means)
84 Output speed sensor (vehicle speed detection means, load parameter detection means)
85 First clutch temperature sensor (load parameter detection means, clutch temperature detection means)
86 Second clutch temperature sensor (load parameter detection means, clutch temperature detection means)
87 Accelerator position sensor (Accelerator position detector)
V vehicle
WF Front wheel (drive wheel)
AP accelerator opening (accelerator pedal opening)
VP vehicle speed (vehicle speed, load parameters)
TRQVCMD Vehicle target drive torque TRQCL1 Engagement torque of first clutch (engagement torque of clutch)
TRQCL2 Second clutch engagement torque (clutch engagement torque)
TRQCL Clutch engagement torque (clutch engagement torque)
ΔTRQCL Clutch differential torque (load parameter)
TCL1 1st clutch temperature (load parameters, clutch temperature)
TCL2 Second clutch temperature (load parameters, clutch temperature)
TCL clutch temperature (load parameter)
TRQOUT Clutch output torque (clutch output torque)
TM_STL Stall timer value (elapsed time counted by the first timer)
TM_COMB Brake cooperative control timer value (elapsed time measured by the second timer)
TMREF1 first predetermined time TMREF2 second predetermined time ΔTRQV target drive torque change amount (increase / decrease in target drive torque)
TRQREF1 first predetermined amount TRQREF2 second predetermined amount

Claims (7)

A vehicle control device having a brake device capable of transmitting the power of a power source to a drive wheel via a connectable / disconnectable clutch and capable of braking the drive wheel independently of a foot brake operation. ,
Accelerator opening detecting means for detecting the opening of the accelerator pedal of the vehicle;
Target drive torque setting means for setting a target drive torque of the vehicle based on the detected opening of the accelerator pedal;
An engagement torque control means for controlling an engagement torque of the clutch based on the set target drive torque;
Vehicle speed detection means for detecting the speed of the vehicle;
A stall state determining means for determining that the vehicle is in a stalled state when the target drive torque is greater than 0 and the detected vehicle speed is substantially zero;
Load parameter detection means for detecting a load parameter representing a load of the clutch when it is determined that the vehicle is in the stall state;
Based on the detected load parameter, brake cooperative control means for executing brake cooperative control for braking the driving wheel with the brake device and disengaging the clutch;
A vehicle control apparatus comprising:   The load parameter is at least one of a differential torque that is a difference between the target driving torque and an output torque of the clutch, a temperature of the clutch, and a speed of the vehicle. Vehicle control device. Differential torque calculating means for calculating the differential torque when the vehicle has entered the stall state;
First predetermined time setting means for setting a first predetermined time according to the calculated differential torque;
A first timer for measuring an elapsed time after the vehicle has entered the stall state,
3. The vehicle control according to claim 2, wherein the brake cooperative control unit starts the brake cooperative control when the elapsed time counted by the first timer reaches a first predetermined time. 4. apparatus. Clutch temperature detecting means for detecting the temperature of the clutch;
The vehicle control device according to claim 3, wherein the first predetermined time setting means sets the first predetermined time further according to the detected temperature of the clutch and the speed of the vehicle. .   The brake cooperative control means ends the brake cooperative control when the increase amount of the target drive torque reaches the first predetermined amount during the brake cooperative control. 4. The vehicle control device according to any one of 4 above.   The brake cooperative control means terminates the brake cooperative control when a reduction amount of the target drive torque reaches a second predetermined amount larger than the first predetermined amount during the brake cooperative control. The vehicle control device according to claim 5, wherein the vehicle control device is characterized in that: A second timer for measuring an elapsed time after the brake cooperative control is started;
7. The brake cooperative control unit according to claim 1, wherein the brake cooperative control unit ends the brake cooperative control when an elapsed time counted by the second timer reaches a second predetermined time. 8. The vehicle control device described.

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