JP4901924B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a control device for a vehicle driven by an internal combustion engine, and more particularly to a control device for a vehicle in which engine output is transmitted to drive wheels by a driving force transmission mechanism including a clutch and a transmission.

  Patent Document 1 discloses a control device that limits engine output when starting a vehicle in order to protect a clutch that interrupts transmission of engine output. According to this device, the estimated clutch temperature is calculated, and when the estimated clutch temperature is high at the start of the vehicle, control is performed to correct the target opening of the throttle valve in a decreasing direction.

JP 2004-36822 A

  In Patent Document 1, while the vehicle is starting, the clutch is engaged while correcting and reducing the target opening of the throttle valve. Control for returning the reduced target opening to the opening corresponding to the accelerator operation amount. There is no detailed disclosure. From the description in Patent Document 1, it is presumed that when the vehicle speed reaches a predetermined value and it is determined that the start is finished, the vehicle is controlled to return to the normal target opening immediately. Such control may cause a sudden change in engine output, and there is still room for improvement from the viewpoint of clutch protection.

  The present invention has been made paying attention to this point, and more appropriately executes engine output control when performing in-gear control to be engaged from a state in which the clutch is disengaged, while preventing sudden change in engine output, An object of the present invention is to provide a vehicle control device that can reliably protect the vehicle.

  In order to achieve the above object, an invention according to claim 1 includes an internal combustion engine (1) for driving a vehicle, a transmission (43) and a clutch (42), and outputs the engine to drive the vehicle. An in-gear control determining unit that determines that in-gear control is being executed from the state in which the clutch (42) is disengaged until the engagement is completed; The engine output is reduced to an output limit value (THNL, THHTC) at the start of the in-gear control, and thereafter the output reduction means for gradually returning the engine output, and the clutch temperature for determining the temperature state of the clutch (42) A state determination unit, and when the output reduction unit determines that the clutch (42) is in a predetermined high temperature state, And compare the output limit value and the return speed of the engine output (DTHING1, DTHING2) a smaller value (THHTC, DTH1HTC, DTH2HTC) and sets the.

  According to a second aspect of the present invention, in the vehicle control device according to the first aspect, the output reduction means increases the elapsed time (TMINGR) from the start time of the in-gear control or the input of the clutch. The return speed is increased as the difference (DVCL) between the side rotational speed and the output side rotational speed decreases.

  According to a third aspect of the present invention, in the vehicle control device according to the first or second aspect, the clutch temperature state determination unit detects or estimates the temperature of the clutch, and detects or estimates the clutch temperature (TCL, When the TCLE is higher than a predetermined temperature (TCLHI), it is determined that the clutch is in the predetermined high temperature state.

  According to a fourth aspect of the present invention, in the vehicle control device according to the first or second aspect, the clutch temperature state determining means switches the transmission from a reverse gear to a forward gear, or the forward gear to the reverse gear. When the switching operation to is performed for a first predetermined number of times (NGFRF) at a time interval equal to or shorter than a first predetermined time (TGFRF), it is determined that the clutch is in the predetermined high temperature state.

  According to a fifth aspect of the present invention, in the vehicle control apparatus according to the first or second aspect, the clutch temperature state determining means is configured such that the clutch is disengaged and the engine speed is equal to or higher than a predetermined speed (NEH). Determining that the clutch is in the predetermined high temperature state when the operation of engaging the clutch from the state is executed for a second predetermined number of times (NNEHF) at a time interval equal to or shorter than a second predetermined time (TNEHF). It is characterized by.

  According to the first aspect of the present invention, the engine output is reduced to the output limit value at the start of the in-gear control for engaging the clutch, and thereafter, the engine output is gradually restored, and the clutch is in a predetermined high temperature state. Is determined, the output limit value and the return speed of the engine output are set to smaller values than when the temperature is outside the predetermined high temperature state. Therefore, while preventing sudden changes in engine output during clutch engagement, the clutch is reliably protected when the clutch temperature is high, while excessive output restriction is applied when the clutch is in a state other than the predetermined high temperature state. It can be avoided.

  According to the second aspect of the present invention, the engine output return speed increases as the elapsed time from the start time of the in-gear control increases or as the difference between the clutch input-side rotational speed and the output-side rotational speed decreases. Is controlled to increase. Accordingly, the engine output can be quickly restored as the clutch engagement force increases, and excessive output limitation can be avoided.

  According to the third aspect of the present invention, the clutch temperature is detected or estimated, and it is determined that the clutch is in the predetermined high temperature state when the detected or estimated clutch temperature is higher than the predetermined temperature. Therefore, it is possible to reliably grasp the state in which the clutch temperature is high and perform appropriate control switching.

  According to the fourth aspect of the present invention, the switching operation from the reverse gear to the forward gear or the switching operation from the forward gear to the reverse gear is performed at a first predetermined number of times or more at a time interval equal to or shorter than the first predetermined time. When it is determined that the clutch is in a predetermined high temperature state. Switching operation from the reverse gear to the forward gear or vice versa may be repeated in a short time, and it has been confirmed that the clutch temperature rises when such an operation is performed. Therefore, it is possible to perform appropriate control switching by determining that the clutch is in the predetermined high temperature state when such an operation is executed.

  According to the fifth aspect of the present invention, the operation of engaging the clutch from the state where the clutch is disengaged and the engine speed is equal to or higher than the predetermined speed is executed at a second predetermined number of times or more at a time interval equal to or shorter than the second predetermined time. When it is determined that the clutch is in a predetermined high temperature state. The operation of depressing the accelerator pedal with the clutch disengaged and then engaging the clutch may be repeated for a short time, and it has been confirmed that the clutch temperature rises when such an operation is performed. Therefore, it is possible to perform appropriate control switching by determining that the clutch is in the predetermined high temperature state when such an operation is executed.

It is a figure which shows the structure of the internal combustion engine for vehicles concerning one Embodiment of this invention, and its control apparatus. It is a time chart for demonstrating the outline | summary of in-gear control. It is a flowchart of an in-gear control process. It is a flowchart of the return speed parameter setting process performed by the process of FIG. It is a flowchart of the return control process performed by the process of FIG. It is a flowchart of the process which determines the high temperature state of a clutch. It is a time chart for explaining the modification of return control.

Embodiments of the present invention will be described below with reference to the drawings.
FIG. 1 is a diagram showing a configuration of an internal combustion engine and a transmission mechanism for driving a vehicle according to an embodiment of the present invention, and a control device thereof. An internal combustion engine (hereinafter simply referred to as “engine”) 1 has an intake pipe 2, and a throttle valve 3 is disposed in the middle of the intake pipe 2. The throttle valve 3 is provided with a throttle valve opening sensor 4 for detecting the opening TH of the throttle valve 3, and the detection signal is supplied to an engine control electronic control unit (hereinafter referred to as “EG-ECU”) 5. Is done. An actuator 7 that drives the throttle valve 3 is connected to the throttle valve 3, and the operation of the actuator 7 is controlled by the EG-ECU 5.

  A fuel injection valve 6 is provided for each cylinder slightly upstream of an intake valve (not shown). Each injection valve is connected to a fuel pump (not shown) and is electrically connected to the EG-ECU 5 so that the EG- The valve opening time of the fuel injection valve 6 is controlled by a signal from the ECU 5.

The engine 1 is provided with a rotation speed sensor 9 for detecting the engine rotation speed NE, and the detection signal is supplied to the EG-ECU 5.
The EG-ECU 5 detects an accelerator sensor 11 that detects an accelerator pedal depression amount (hereinafter referred to as “accelerator pedal operation amount”) AP of the vehicle driven by the engine 1 and a vehicle speed VP of the vehicle driven by the engine 1. The vehicle speed sensor 12 is connected, and the detection signal is supplied to the EG-ECU 5.

  The EG-ECU 5 shapes an input signal waveform from various sensors, corrects a voltage level to a predetermined level, and converts an analog signal value into a digital signal value. CPU ”), a storage circuit that stores various calculation programs executed by the CPU, calculation results, and the like, and an output circuit that supplies a drive signal to the actuator 7, the fuel injection valve 6, and the like. The EG-ECU 5 controls the opening time of the fuel injection valve 6 and the ignition timing based on the detection signal of the sensor described above, calculates the target opening THCMD of the throttle valve 3, and detects the detected throttle valve. Throttle valve opening control for driving the actuator 7 is performed so that the opening TH matches the target opening THCMD.

  The crankshaft 8 of the engine 1 is connected to an automatic transmission 21, and the automatic transmission 21 is controlled by a shift control electronic control unit (hereinafter referred to as “TM-ECU”) 20 via a hydraulic control unit 23. The The automatic transmission 21 has an output shaft 22 that drives the driving wheels of the vehicle via a power transmission mechanism (not shown).

  The automatic transmission 21 includes a torque converter 41 connected to the crankshaft 8 of the engine 1, a clutch 42 connected to the output shaft of the torque converter 41, and a transmission mechanism 43 connected to the output shaft of the clutch 42. ing. The input shaft rotation speed VCLIN and the output shaft rotation speed VCLOUT of the clutch 42 are detected by the rotation speed sensor 24, and the detection signals are supplied to the TM-ECU 20.

  A shift lever switch 31 and a shift instruction switch 32 are connected to the TM-ECU 20, and switching signals of the switches 31 and 32 are supplied to the TM-ECU 20. The shift lever switch 31 includes a D range that automatically selects an optimal gear, an M range that selects a gear according to a gear shift instruction from the driver, an R range that is used during reverse travel, and an N range that selects a neutral position. A signal indicating the range selected by a shift lever (not shown) among the P ranges used at the time of parking is output. The shift instruction switch 32 is a switch for the driver to give an instruction to shift up or down when the M range is selected.

  Similar to the EG-ECU 5, the TM-ECU 20 includes an input circuit, a CPU, a storage circuit, and an output circuit. The TM-ECU 20 is connected to the EG-ECU 5 and transmits necessary information to each other. For example, the detected accelerator pedal operation amount AP, vehicle speed VP, engine speed NE, and the like are supplied from the EG-ECU 5 to the TM-ECU 20, while the input shaft rotational speed VCLIN and output shaft rotational speed VCLOUT of the clutch 42, which will be described later. A signal indicating execution of in-gear control, a signal indicating execution of shift (shift-up or shift-down) (engine torque control command signal during shift), and the like are supplied from the TM-ECU 20 to the EG-ECU 5.

The TM-ECU 20 performs automatic shift control based on the accelerator pedal operation amount AP, the vehicle speed VP, the engine speed NE, and the like.
In the present embodiment, the in-gear control is executed in a period from when the engagement of the clutch 42 is commanded in a state where the clutch 42 is disconnected until the engagement is completed. In other words, the in-gear control is performed during the period from when the shift lever position is changed from the N range or P range (non-traveling range) to the D range or R range (traveling range) until the engagement of the clutch 42 is completed. Executed. In the in-gear control, the throttle valve opening TH is controlled so that the output of the engine 1 is temporarily reduced and then returned to the output requested by the driver.

The EG-ECU 5 calculates the target opening degree THCMD of the throttle valve by the following equation (1). THCB in equation (1) is a basic target opening calculated according to the accelerator pedal operation amount AP, and THING is an in-gear control correction term. Although other correction terms are also applied to the calculation of the target opening degree THCMD, it is not directly related to the present invention and is therefore included in the basic target opening degree THCB.
THCMD = THCB-THING (1)

  FIG. 2 is a time chart for explaining the outline of the in-gear control. 2A to 2C show changes in the shift lever position SFTP, the speed difference DVCL, and the target opening degree THCMD, respectively. The speed difference DVCL is a difference (= VCLIN−VCLOUT) between the input shaft rotational speed VCLIN and the output shaft rotational speed VCLOUT of the clutch 42. 2C shows a transition when the clutch 42 is not in the predetermined high temperature state (hereinafter referred to as “normal temperature state”), and a broken line shows a transition when the clutch 42 is in the predetermined high temperature state.

1) Control in normal temperature state When the shift lever position SFTP is changed from the N range to the D range at time t0, in-gear control is started. In the normal temperature state, since the in-gear control correction term THING is changed from “0” to the normal limit value THINGNL (= THBC−THNL), the target opening THCMD decreases from the basic target opening THCB to the normal limit opening THNL. To do. Thereafter, the return speed parameter DTHING is set to the first normal forward return change amount DTH1FW, and the target opening THCMD increases at a relatively low return speed until time t1. At time t1, the return speed parameter DTHING is changed from the first normal forward return change amount DTH1FW to the second normal forward return change amount DTH2FW (> DTHING1FW). As a result, the target opening THCMD increases rapidly, the in-gear control correction term THING becomes “0” at time t2, and the target opening THCMD matches the basic target opening THCB. The speed difference DVCL is the initial value DVCL0 at time t0, and time t1 is the time when the speed difference DVCL decreases to the normal speed difference threshold DVCLNL.

2) Control in the predetermined high temperature state In the predetermined high temperature state, the in-gear control correction term THING is changed from “0” to the high temperature limit value THINGHTC (> THINGNL), so that the target opening THCMD is limited to the high temperature from the basic target opening THCB. The opening degree decreases to THHTC (<THNL). Thereafter, the return speed parameter DTHING is set to the first high temperature return change amount DTH1HTC, and the target opening THCMD increases at a relatively low return speed until time t3. The first high temperature return change amount DTH1HTC is set to a value smaller than the first normal forward return change amount DTH1FW.

  At time t3, the return speed parameter DTHING is changed from the first high temperature return change amount DTH1HTC to the second high temperature return change amount DTH2HTC (> DTH1HTC). As a result, the target opening THCMD increases rapidly, the in-gear control correction term THING becomes “0” at time t4, and the target opening THCMD matches the basic target opening THCB. The second high temperature return change amount DTH2HTC is set to a value smaller than the second normal forward return change amount DTH2FW. Time t3 is the time when the speed difference DVCL decreases to the high temperature speed difference threshold DVCLHTC (<DVCLNL).

  As shown in FIG. 2, in the present embodiment, control is performed to lower the target opening THCMD to the limit opening THNL or THHTC at the start (t0) of in-gear control for engaging the clutch 42, and then gradually increase it. When it is determined that the clutch 42 is in the predetermined high temperature state, the limit opening THHTC and the return change amounts DTH1HTC, DTH2HTC at the start of the in-gear control are all smaller than the values THNL, DTH1FW, DTH2FW at the normal temperature state. Because it is set to a value, while preventing sudden changes in engine output, the clutch 42 is reliably protected when the temperature of the clutch 42 is high, while avoiding excessive output restrictions when the clutch 42 is in a normal temperature state. can do.

  FIG. 2 shows in-gear control when the shift lever position is changed from the N range to the D range. However, in-gear control (FIG. 3 described below) is also performed when the shift lever position is changed from the N range to the R range. Process) is executed. In the in-gear control from the N range to the R range in the normal temperature state, the return speed parameter DTHING1 is set to the first normal reverse return change amount DTH1RV smaller than the first normal forward return change amount DTH1FW, and the return speed parameter DTHING2 Is set to a second normal reverse return change amount DTH2RV that is smaller than the second normal forward return change amount DTH2FW (see step S24 in FIG. 4).

FIG. 3 is a flowchart of a process for calculating the in-gear control correction term THING, and this process is executed by the CPU of the EG-ECU 5 every predetermined time.
In step S11, it is determined whether or not the in-gear control flag FINGR is “1”. Since the TM-ECU 20 starts the operation of fastening from the state where the clutch 42 is disengaged and outputs an in-gear control signal until the operation is completed, the in-gear control flag FINGR is set to “1” when the in-gear control signal is received in the EG-ECU 5 Is set. The completion of engagement of the clutch is determined, for example, when the speed difference DVCL becomes “0”.

  If the answer to step S11 is negative (NO), the initialization flag FINGINI is set to “0”, the in-gear control correction term THING is set to “0” (step S12), and the process ends.

  If the answer to step S11 is affirmative (YES), it is determined whether or not an initialization flag FINGINI is “1” (step S13). Since the answer to step S14 is negative (NO) at first, the process proceeds to step S14 to determine whether or not the high temperature state flag FHITPMPCL is “1”. The high temperature state flag FHIMPMPCL is set in the process of FIG. 6, and is set to “1” when it is determined that the clutch 42 is in the predetermined high temperature state.

  If the answer to step S14 is negative (NO), that is, if the clutch 42 is in the normal temperature state, the in-gear control correction term THING is set to the normal limit value THINGNL (step S16), and the process proceeds to step S17. On the other hand, if the answer to step S14 is affirmative (YES) and the clutch 42 is in a predetermined high temperature state, the in-gear control correction term THING is set to the high temperature limit value THINGHTC (step S15), and the process proceeds to step S17. In step S17, the initialization flag FINGINI is set to “1”.

  After step S17 is executed, the answer to step S13 is affirmative (YES), and the return speed parameter setting process (step S18) shown in FIG. 4 and the return control process (step S19) shown in FIG. 5 are executed.

FIG. 4 is a flowchart of the return speed parameter setting process executed in step S18 of FIG.
In step S21, it is determined whether or not the high temperature state flag FHITPMPCL is “1”. If the answer is negative (NO) and the clutch 42 is in the normal temperature state, the forward flag FFWD is “1”. It is determined whether or not there is (step S22). The forward flag FFWD is set to “1” when a forward range other than the R range is selected. If the answer to step S22 is affirmative (YES), the first and second return speed parameters DTHING1 and DTHING2 are set to the first normal forward return change amount DTH1FW and the second normal forward return change amount DTH2FW (> DTH1FW), respectively. (Step S23). On the other hand, when FFW = 0 and the R range is selected, the first and second return speed parameters DTHING1, DTHING2 are set to the first normal reverse return change amount DTH1RV and the second normal reverse return change amount DTH2RV (> DTH1RV) is set (step S24). In step S25, the speed difference threshold DVCL1 is set to the normal temperature threshold DVCLNL, and the switching determination time TINGR1 is set to the normal temperature determination time TINGRNL.

  When FHITPMPCL = 1 in step S21 and the clutch 42 is in a predetermined high temperature state, the first and second return speed parameters DTHING1, DTHING2 are set to the first high temperature return change amount DTH1HTC and the second high temperature return change amount DTH2HTC (> DTH1HTC) is set (step S26). The first high temperature return change amount DTH1HTC and the second high temperature return change amount DTH2HTC are set to values smaller than the first normal forward return change amount DTH1FW and the second normal forward return change amount DTH2FW, respectively.

  In step S27, the speed difference threshold value DVCL1 is set to the high temperature threshold value DVCLHTC, and the switching determination time TINGR1 is set to the high temperature determination time TINGRHTC. The high temperature threshold value DVCLHTC is set to a value smaller than the normal temperature threshold value DVCLNL, and the high temperature determination time TINGRHTC is set to a value larger than the normal temperature determination time TINGRNL.

FIG. 5 is a flowchart of the return control executed in step S19 of FIG.
In step S31, it is determined whether or not the speed difference DVCL is smaller than the speed difference threshold DVCL1, and if the answer is negative (NO), the value of the timer TMINGR that measures the elapsed time from the start time of the in-gear control is determined. It is determined whether or not the switching determination time TINGR1 has been exceeded (step S32). If the answer to step S32 is negative (NO) (FIG. 2, times t0 to t1 or t3), the in-gear control correction term THING is updated in the decreasing direction by the following equation (2) (step S33). THING on the right side of Equation (2) is the previous value.
THING = THING-DTHING1 (2)

When the answer to step S31 or S32 is affirmative (YES) (FIG. 2, time t1 or after t3), the in-gear control correction term THING is updated in the decreasing direction by the following equation (3) (step S34).
THING = THING-DTHING2 (3)

  In step S35, it is determined whether or not the in-gear control correction term THING is smaller than “0”. If the answer to step S35 is negative (NO), the processing is immediately terminated. When the in-gear control correction term THING is smaller than “0”, the in-gear control correction term THING is set to “0” and the in-gear control flag FINGR is returned to “0” (step S36).

FIG. 6 is a flowchart of a process for determining that the clutch 42 is in a predetermined high temperature state. This process is executed every predetermined time by the CPU of the TM-ECU 20.
In step S41, it is determined whether or not the estimated clutch temperature TCLE is higher than a predetermined temperature TCLHI (eg, 200 ° C.). The estimated clutch temperature TCLE is calculated according to the control torque and speed difference DVCL of the clutch 42 by the method disclosed in, for example, Japanese Patent Application Laid-Open No. 2008-101705.

  If the answer to step S41 is negative (NO), it is determined whether or not the high-frequency switching flag FGFRF is “1” (step S42). The high-frequency switching flag FGFRF is a first predetermined number of times NGFRF (for example, the switching operation of the shift lever from the R range to the D range or vice versa) at a time interval equal to or shorter than the first predetermined time TGFRF (for example, 3 seconds). (3 times) Set to “1” when executed more than once. This is because it has been confirmed that the temperature of the clutch 42 increases when such a range switching operation is frequently performed.

  If the answer to step S42 is negative (NO), it is further determined whether or not a high-speed engagement flag FNEHF is “1”. The high-speed engagement flag FNEHF is a time during which the operation of engaging the clutch 42 from the state where the clutch 42 is disengaged and the engine speed NE is equal to or higher than a predetermined speed NEH (for example, 2500 rpm) is equal to or shorter than a second predetermined time TNEHF (for example, 3 seconds). It is set to “1” when it is executed at a second predetermined number of times NNEHF (for example, three times) or more at intervals. This is because it has been confirmed that the temperature of the clutch 42 rises when the clutch engagement operation at such a high engine speed is frequently performed.

  If the answer to step S43 is negative (NO), it is determined that the clutch 42 is in a normal temperature state, and the high temperature state flag FHITMPCL is set to “0” (step S44). On the other hand, when the answer to any of steps S41 to S43 is affirmative (YES), it is determined that the clutch 42 is in the predetermined high temperature state, and the high temperature state flag FHITPMPCL is set to “1”.

  By determining the predetermined high temperature state of the clutch 42 by the processing of FIG. 6, it is possible to surely grasp the state where the clutch temperature is high and appropriately switch the engine output control in the in-gear control.

  As described above, in the present embodiment, the target opening THCMD of the throttle valve is reduced to the limit opening THNL or THHTC at the start of the in-gear control for engaging the clutch 42 (t0), and then the target opening THCMD is gradually returned. Control is performed. When it is determined that the clutch 42 is in the predetermined high temperature state, the limit opening and return speed parameters DTHING1, DTHING2 are smaller values (THHTC, DTH1HTC, DTH2HTC) than when it is determined that the clutch 42 is in the normal temperature state. ). Accordingly, the clutch 42 is reliably protected when the clutch temperature is high while preventing a sudden change in the throttle valve opening TH during the engagement operation of the clutch. On the other hand, when the clutch 42 is in the normal temperature state, excessive output restriction is performed. Can be avoided.

  Further, the return speed parameter increases as the value of the timer TMINGR indicating the elapsed time from the start time of the in-gear control increases or as the difference between the input shaft rotational speed VCLIN and the output shaft rotational speed VCLOUT of the clutch 42 decreases. Thus, the engine output is quickly restored as the fastening force of the clutch 42 is increased, and an excessive output limit can be avoided.

  In the present embodiment, the automatic transmission 21 including the clutch 42 and the output shaft 22 constitute a part of the driving force transmission mechanism, the throttle valve 3 and the actuator 7 constitute a part of the output reduction means, and the EG-ECU 5 Constitutes in-gear control determination means, part of output reduction means, and clutch temperature state determination means. Specifically, step S11 in FIG. 3 corresponds to the in-gear control determination means, and steps S13 to S19 correspond to the output reduction means. Further, the processing of FIG. 6 corresponds to the clutch temperature state determination means.

  The present invention is not limited to the embodiment described above, and various modifications can be made. For example, in the above-described embodiment, the return speed parameter is switched once and the first and second return speed parameters DTHING1 and DTHING2 are applied. However, the return speed parameter is switched as shown in FIG. It may be performed twice, or may be performed three times or more.

  In the process of FIG. 6, when all the answers in steps S41 to S43 are negative (NO), it is determined that the clutch 42 is in the normal temperature state. However, any two of steps S41 to S43 are determined. The determination may be performed, and it may be determined that the clutch 42 is in the normal temperature state when the two determination results are both negative (NO). Alternatively, the determination of any one of steps S41 to S43 may be performed, and when the determination result is negative (NO), it may be determined that the clutch 42 is in the normal temperature state.

  Further, a sensor for detecting the temperature TCL of the clutch 42 may be provided, and it may be determined whether or not the detected clutch temperature TCL is higher than the predetermined temperature TCLHI in place of the estimated clutch temperature TCLE in step S41 of FIG. .

  Further, in the embodiment described above, engine output control is performed by changing the throttle valve opening TH, but in an engine including a variable lift amount valve mechanism that can continuously change the maximum lift amount of the intake valve, The engine output control may be performed by changing the maximum lift amount of the intake valve.

1 Internal combustion engine 3 Throttle valve (output reduction means)
5 Engine control electronic control unit (in-gear control determination means, output reduction means, clutch temperature state determination means)
7 Actuator (output reduction means)
21 Automatic transmission 24 Rotational speed sensor 42 Clutch

Claims (5)

In a vehicle control apparatus comprising an internal combustion engine for driving a vehicle, a transmission and a clutch, and a driving force transmission mechanism that transmits an output of the engine to driving wheels of the vehicle.
In-gear control determining means for determining that in-gear control is being executed from the state where the clutch is disengaged until the engagement is completed;
Output reduction means for reducing the engine output to an output limit value at the start of the in-gear control, and then gradually returning the engine output;
Clutch temperature state determining means for determining the temperature state of the clutch,
When it is determined that the clutch is in a predetermined high temperature state, the output lowering means reduces the output limit value and the return speed of the engine output to a smaller value than when the clutch is not in the predetermined high temperature state. A control apparatus for a vehicle, characterized in that setting is performed.   The output reduction means increases the return speed as the elapsed time from the start time of the in-gear control increases or as the difference between the input side rotational speed and the output side rotational speed of the clutch decreases. The vehicle control device according to claim 1, characterized in that:   The clutch temperature state determination means detects or estimates a temperature of the clutch, and determines that the clutch is in the predetermined high temperature state when the detected or estimated clutch temperature is higher than a predetermined temperature. The vehicle control device according to 1 or 2.   In the clutch temperature state determination means, the switching operation from the reverse gear to the forward gear or the switching operation from the forward gear to the reverse gear is performed at a first predetermined number of times or more at a time interval equal to or less than a first predetermined time. 3. The vehicle control device according to claim 1 or 2, wherein the clutch is determined to be in the predetermined high temperature state.   The clutch temperature state determination means performs an operation of engaging the clutch from a state where the clutch is disengaged and the engine speed is equal to or higher than a predetermined speed at a second predetermined number of times or more at a time interval equal to or shorter than a second predetermined time. 3. The vehicle control device according to claim 1, wherein when the control is performed, it is determined that the clutch is in the predetermined high temperature state. 4.

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