Vehicle control devices

Abstract

The present invention relates to a vehicle control device that suppresses shock and reduces acceleration responsiveness when engine startup and transmission shifting are overlapped. When synchronization control is being executed during engine startup, if it is determined that overlap between the clutch synchronization completion timing and the inertia phase period during transmission shift transition is predicted, at least one of clutch torque limitation, which reduces the clutch torque capacity, and engine torque limitation, which reduces the engine output torque, is implemented compared to a case where such overlap is determined not to have occurred. This delays the synchronization completion timing relative to the inertia phase period, suppressing changes in transmission input torque associated with the clutch shifting to an engaged state. Furthermore, since the prediction of such overlap can be determined close to the synchronization completion timing, the time between startup and shifting completion is shortened.

Description

Technical Field

[0001] The present invention relates to a vehicle control device including a clutch provided between an engine and an electric motor, and a transmission provided between the electric motor and drive wheels. Background Art

[0002] Control devices for vehicles are widely known. These vehicles include: an engine; an electric motor connected to a power transmission path between the engine and drive wheels; a clutch disposed between the engine and the electric motor in the power transmission path; and a transmission disposed between the electric motor and the drive wheels in the power transmission path. For example, the hybrid vehicle described in Patent Document 1 is such a vehicle. Patent Document 1 discloses that, when engine starting conditions are met, the engine is started by executing clutch slip control and controlling the electric motor to output rotational torque.

[0003] Patent Document 1: Japanese Patent Application Laid-Open No. 2021-54165 Summary of the Invention

[0004] However, sometimes the engine start and the transmission shift are performed overlappingly. In this case, the rotation speed of the clutch output side changes due to the change in the rotation of the transmission input side during the transmission shift transition. Therefore, when the engine is started, the synchronous control of the clutch to switch the clutch to the engaged state may not be properly performed, resulting in a shock. Or, due to the change in the input torque of the transmission accompanying the switching of the clutch to the engaged state, the transmission shift may not be properly performed, resulting in a shock. On the other hand, in order to suppress the shock, it is considered to delay either the engine start or the transmission shift to avoid performing them at the same time. In this case, it may take time to complete the engine start and the transmission shift, and the acceleration responsiveness may be deteriorated.

[0005] The present invention has been achieved against the background of the above circumstances, and an object thereof is to provide a vehicle control device capable of suppressing the occurrence of shock and the deterioration of acceleration responsiveness when engine startup and transmission shifting are overlapped.

[0006] The gist of the first invention includes: (a) a control device for a vehicle comprising: an engine; an electric motor connected to a power transmission path between the engine and drive wheels in a power transmission manner; a clutch provided between the engine and the electric motor in the power transmission path; and a transmission provided between the electric motor and the drive wheels in the power transmission path; (b) a clutch control unit for performing synchronization control when the engine is started, so as to increase the torque capacity of the clutch and switch the control state of the clutch from a disengaged state to an engaged state in a manner that synchronization between the input speed and the output speed of the clutch is achieved; and (c) an engine control unit for switching the output speed of the engine to an engaged state when the engine is started. (d) a transmission control unit for performing speed control of the transmission; (e) an overlap prediction determination unit for determining, when the synchronization control is being performed, whether the synchronization completion moment of the clutch and the overlap during the inertia phase from the start to the end of the inertia phase in the transition of the speed control are predicted to occur; (f) a torque limiting unit for executing at least one of clutch torque limitation and engine torque limitation when it is determined that the overlap is predicted to occur, wherein the clutch torque limitation is to reduce the torque capacity of the clutch compared to a case where it is determined that the overlap is not predicted to occur, and the engine torque limitation is to reduce the output torque of the engine compared to a case where it is determined that the overlap is not predicted to occur.

[0007] In addition, the second invention is that in the vehicle control device described in the first invention, when the torque limitation is being executed, the overlap prediction determination unit determines whether it is predicted that the overlap will not occur, and when it is determined that the overlap is not predicted to occur, the torque limitation unit releases the torque limitation.

[0008] According to a third invention, in the vehicle control device according to the second invention, when the speed change control is completed or when the synchronous control is completed, the overlap prediction determination unit determines that the overlap is predicted not to occur.

[0009] According to a fourth aspect of the present invention, in the vehicle control device according to any one of the first to third aspects, the torque limiting unit sets a limit value for executing the torque limitation based on at least one of a type of the speed change control and a method of starting the engine.

[0010] According to a fifth invention, in the vehicle control device according to any one of the first to fourth inventions, the torque limiter cancels the torque limitation when a predetermined time set in advance for suppressing deterioration of acceleration responsiveness has elapsed after the start of the torque limitation.

[0011] According to a sixth invention, in the vehicle control device according to any one of the first to fifth inventions, the inertia phase period includes at least the start time of the inertia phase and the period near the start time, and the end time of the inertia phase and the period near the end time.

[0012] In addition, the seventh invention is that in the control device of the vehicle described in any one of the first invention to the sixth invention, the overlap prediction judgment unit determines whether the overlap is predicted to occur based on the synchronization prediction moment of the clutch obtained according to the change ratio of the differential speed between the input speed and the output speed of the clutch, and the inertia phase period obtained according to the progress degree of the speed change control.

[0013] Effects of the Invention

[0014] According to the first invention, when synchronization control is being executed at engine startup, if it is determined that an overlap between the clutch synchronization completion timing and the inertia phase of a transmission speed transition is predicted, at least one of clutch torque limitation and engine torque limitation is implemented. The clutch torque limitation reduces the clutch torque capacity compared to a case where such overlap is determined not to have occurred, and the engine torque limitation reduces the engine output torque compared to a case where such overlap is determined not to have occurred. This delays the clutch synchronization completion timing relative to the inertia phase, and suppresses changes in transmission input torque associated with the clutch engaging state during the inertia phase. Furthermore, since the prediction of such overlap can be determined close to the clutch synchronization completion timing, the time required for engine startup and transmission speed shift completion is shortened compared to a case where engine startup and transmission speed shifting overlap is delayed. Furthermore, if such overlap is determined not to have occurred, when a shock is unlikely to occur, the torque limitation is not implemented, and engine startup and transmission speed shifting are overlapped. This makes it possible to suppress the occurrence of shock and the deterioration of acceleration responsiveness when the start of the engine and the shifting of the transmission are overlapped and executed.

[0015] Furthermore, according to the second invention, when it is determined that the overlap is not predicted to occur, the torque limit is released. Therefore, when a shock is unlikely to occur, the torque capacity of the clutch and the output torque of the engine can be quickly restored to normal values, thereby appropriately suppressing the deterioration of acceleration responsiveness.

[0016] Furthermore, according to the third invention, when the speed change control is completed or when the synchronous control is completed, it is determined that the overlap is not predicted to occur, and therefore the torque limit is appropriately released.

[0017] In addition, according to the fourth invention, a limit value is set when executing the torque limitation based on the type of the speed change control and at least one of the engine starting methods. Therefore, the timing of completing the synchronization of the clutch can be appropriately delayed relative to the inertia phase, and the change in the input torque of the transmission accompanying the switching of the clutch to the engaged state during the inertia phase can be appropriately suppressed.

[0018] Furthermore, according to the fifth invention, the torque limitation is released when a predetermined time set in advance for suppressing deterioration of acceleration responsiveness has elapsed after the start of the torque limitation. Therefore, deterioration of acceleration responsiveness can be appropriately suppressed.

[0019] In addition, according to the sixth invention, the inertia phase period includes at least the start time of the inertia phase and the vicinity of the start time, and the end time of the inertia phase and the vicinity of the end time. Therefore, when it is determined that the overlap is predicted to occur, the clutch synchronization completion time can be delayed relative to the period during which impact is likely to occur due to overlap with the clutch synchronization completion time, and the change in the input torque of the transmission accompanying the switching of the clutch to the engaged state during the period during which impact is likely to occur due to overlap with the clutch synchronization completion time can be suppressed.

[0020] Furthermore, according to the seventh invention, whether the occurrence of the overlap is predicted is determined based on the predicted clutch synchronization timing obtained from the ratio of change in the differential speed between the clutch input speed and the clutch output speed, and the inertia phase period obtained from the degree of progress of the speed change control. Therefore, whether the occurrence of the overlap is predicted can be appropriately determined closer to the time when the clutch synchronization is completed. As a result, the period during which the torque limit is executed can be suppressed. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 It is a diagram illustrating a schematic configuration of a vehicle to which the present invention is applied, and a diagram illustrating control functions for various controls in the vehicle and main parts of the control system.

[0022] Figure 2 This is a flowchart illustrating a main portion of the control operation of the electronic control device, and is a flowchart illustrating the control operation for suppressing the occurrence of shock and the deterioration of acceleration responsiveness when engine startup and automatic transmission shifting are executed in an overlapping manner.

[0023] Figure 3 It means executing Figure 2 FIG. 1 is a diagram showing an example of a timing chart in the case of the control operation shown in the flowchart. DETAILED DESCRIPTION

[0024] Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

[0025] [Example]

[0026] Figure 1 1 is a diagram illustrating a schematic configuration of a vehicle 10 to which the present invention is applied, and a diagram illustrating control functions for various controls in the vehicle 10 and main parts of the control system. Figure 1 In FIG, the vehicle 10 is a hybrid vehicle including an engine 12 and a motor MG serving as a power source SP. The vehicle 10 also includes drive wheels 14 and a power transmission device 16 disposed on a power transmission path between the engine 12 and the drive wheels 14.

[0027] The engine 12 is a well-known internal combustion engine such as a gasoline engine or a diesel engine. The engine 12 is controlled by an electronic control unit 90 (described later) controlling an engine control unit 50 provided in the vehicle 10 and including a throttle actuator, a fuel injection device, an ignition device, and the like, thereby controlling the output torque of the engine 12, namely, the engine torque Te.

[0028] The electric motor MG is a rotating electrical machine that functions as both an engine that generates mechanical power from electricity and a generator that generates electricity from mechanical power. It is a so-called motor / generator. The electric motor MG is connected to a battery 54 in the vehicle 10 via an inverter 52. The battery 54 is a storage device that transmits and receives electricity to and from the electric motor MG. The inverter 52 is controlled by the electronic control unit 90 (described later) to control the output torque of the electric motor MG, namely, MG torque Tm. For example, when the rotation direction of the electric motor MG is the same as when the engine 12 is running, i.e., forward rotation, positive torque on the acceleration side is power running torque, while negative torque on the deceleration side is regenerative torque. Specifically, the electric motor MG generates power using electricity supplied from the battery 54. Furthermore, the electric motor MG generates electricity using the power of the engine 12 and the driven force input from the drive wheels 14. The battery 54 is charged by the power generated by the electric motor MG. Unless otherwise specified, this electricity is equivalent to electrical energy. The power mentioned above is equivalent to driving force, torque and force without any special distinction.

[0029] The power transmission device 16 is housed within a housing 18, a non-rotating member attached to the vehicle body, and includes a K0 clutch 20, a torque converter 22, an automatic transmission 24, and other components. The K0 clutch 20 is a clutch provided between the engine 12 and the drive wheels 14, and between the engine 12 and the electric motor MG. The torque converter 22 is coupled to the engine 12 via the K0 clutch 20. The automatic transmission 24 is coupled to the torque converter 22 and is interposed in the power transmission path between the torque converter 22 and the drive wheels 14. The automatic transmission 24 is a transmission provided between the electric motor MG and the drive wheels 14, and in the power transmission path between the engine 12 and the drive wheels 14. Furthermore, the power transmission device 16 includes a propeller shaft 28 coupled to a transmission output shaft 26, which serves as an output rotating member of the automatic transmission 24; a differential gear 30 coupled to the propeller shaft 28; and a pair of drive shafts 32 coupled to the differential gear 30. The power transmission device 16 also includes an engine connection shaft 34 that connects the engine 12 and the K0 clutch 20 , a motor connection shaft 36 that connects the K0 clutch 20 and the torque converter 22 , and the like.

[0030] The electric motor MG is connected to the motor connecting shaft 36 within the housing 18 so as to transmit power. Specifically, the electric motor MG is connected to the power transmission path between the engine 12 and the drive wheels 14, particularly the power transmission path between the K0 clutch 20 and the torque converter 22, so as to transmit power. Alternatively, the electric motor MG is connected to the torque converter 22 and the automatic transmission 24 so as to transmit power, without passing through the K0 clutch 20.

[0031] The torque converter 22 includes a pump impeller 22a connected to the motor connecting shaft 36 and a turbine impeller 22b connected to the transmission input shaft 38, which serves as the input rotating member of the automatic transmission 24. The torque converter 22 is a fluid-type transmission device that transmits power from the power source SP from the motor connecting shaft 36 to the transmission input shaft 38 via a fluid. The torque converter 22 includes an LU clutch 40, which serves as a direct clutch connecting the pump impeller 22a and the turbine impeller 22b, that is, connecting the motor connecting shaft 36 and the transmission input shaft 38. The LU clutch 40 is a well-known lock-up clutch.

[0032] The LU clutch 40 changes its torque capacity, or LU torque Tlu, based on the pressure-regulated hydraulic pressure, or LU hydraulic pressure PRlu, supplied from the hydraulic control circuit 56 of the vehicle 10, thereby switching its operating state, or control state. The control states of the LU clutch 40 include a disengaged state (a state in which the LU clutch 40 is completely disengaged), a slipping state (a state in which the LU clutch 40 is engaged with slipping), and an engaged state (an state in which the LU clutch 40 is completely engaged). By disengaging the LU clutch 40, the torque converter 22 enters a torque-boosting state. Furthermore, by engaging the LU clutch 40, the torque converter 22 enters a locked state, in which the pump impeller 22a and the turbine impeller 22b rotate integrally.

[0033] The automatic transmission 24 is a well-known planetary gear type automatic transmission, for example, comprising one or more planetary gear sets (not shown) and a plurality of engagement devices CB. The engagement devices CB are, for example, well-known hydraulic friction engagement devices. The engagement devices CB are each supplied with a pressure-regulated hydraulic pressure (CB hydraulic pressure PRcb) by a hydraulic control circuit 56, which changes the torque capacity (CB torque Tcb) of each engagement device CB, thereby switching between control states such as an engaged state and a disengaged state.

[0034] The automatic transmission 24 is a stepped transmission. Engaging one of the engagement devices CB establishes one of multiple speed steps (also called gear steps) with different speed ratios (also called gear ratios) γat (=AT input speed Ni / AT output speed No). The automatic transmission 24 switches gear steps in response to the driver's accelerator operation, vehicle speed V, and other factors, using the electronic control unit 90 (described later). The AT input speed Ni is the speed of the transmission input shaft 38 and is the input speed of the automatic transmission 24. The AT input speed Ni is the same value as the turbine speed Nt, which is the output speed of the torque converter 22. The AT input speed Ni can be expressed in terms of the turbine speed Nt. The AT output speed No is the speed of the transmission output shaft 26 and is the output speed of the automatic transmission 24.

[0035] The K0 clutch 20 is a hydraulic friction engagement device comprised of, for example, a multi-plate or single-plate clutch. The K0 clutch 20 switches control states, such as an engaged state, a slipping state, and a disengaged state, by varying its torque capacity, namely, K0 torque Tk0, based on the pressure-regulated hydraulic pressure, namely, K0 hydraulic pressure PRk0, supplied from the hydraulic control circuit 56.

[0036] In the vehicle 10, when the K0 clutch 20 is engaged, the engine 12 and the torque converter 22 are connected so that power can be transmitted. On the other hand, when the K0 clutch 20 is disengaged, power transmission between the engine 12 and the torque converter 22 is disconnected. Since the electric motor MG is connected to the torque converter 22, the K0 clutch 20 functions as a clutch that connects and disconnects the engine 12 from the electric motor MG.

[0037] In the power transmission device 16, when the K0 clutch 20 is engaged, the power output from the engine 12 is transmitted from the engine connecting shaft 34 to the drive wheels 14 in this order through the K0 clutch 20, the motor connecting shaft 36, the torque converter 22, the automatic transmission 24, the propeller shaft 28, the differential gear 30, and the drive shaft 32. Furthermore, the power output from the electric motor MG is transmitted from the motor connecting shaft 36 to the drive wheels 14 in this order through the torque converter 22, the automatic transmission 24, the propeller shaft 28, the differential gear 30, and the drive shaft 32, regardless of the control state of the K0 clutch 20.

[0038] The vehicle 10 is equipped with a mechanical oil pump (MOP) 58, an electric oil pump (EOP) 60, a pump motor 62, and the like. The MOP 58 is coupled to the pump impeller 22a and is rotationally driven by the power source SP to discharge hydraulic fluid (OIL) used by the power transmission device 16. The pump motor 62 is a motor dedicated to the EOP 60 for rotationally driving the EOP 60. The EOP 60 is rotationally driven by the pump motor 62 to discharge hydraulic fluid (OIL). The hydraulic fluid (OIL) discharged from the MOP 58 and EOP 60 is supplied to the hydraulic control circuit 56. The hydraulic control circuit 56 recovers the hydraulic fluid (OIL) discharged from the MOP 58 and / or EOP 60, adjusts the pressure, and supplies the hydraulic fluid (LU hydraulic pressure PRlu), the hydraulic fluid (CB hydraulic pressure PRcb), the hydraulic fluid (K0 hydraulic pressure PRk0), and the like.

[0039] The vehicle 10 further includes an electronic control unit 90, which includes a control device for the vehicle 10. The electronic control unit 90 is configured to include a so-called microcomputer having, for example, a CPU, RAM, ROM, and input / output interfaces. The CPU utilizes the temporary storage function of the RAM and processes signals according to programs pre-stored in the ROM to execute various controls for the vehicle 10. The electronic control unit 90 is configured to include various computers for engine control, motor control, hydraulic control, and the like, as needed.

[0040] Various signals obtained based on detection values ​​of various sensors provided in the vehicle 10 (e.g., the engine speed sensor 70, the turbine speed sensor 72, the output speed sensor 74, the MG speed sensor 76, the accelerator opening sensor 78, the throttle opening sensor 80, the brake switch 82, the battery sensor 84, the fluid temperature sensor 86, etc.) are supplied to the electronic control unit 90 (e.g., the engine speed Ne, which is the speed of the engine 12; the turbine speed Nt, which is the same value as the AT input speed Ni; the AT output speed No, which corresponds to the vehicle speed V; the speed of the electric motor MG, which is the MG speed Nm; the accelerator opening θacc, which is the driver's accelerator operation amount indicating the magnitude of the driver's acceleration operation; the throttle opening θth, which is the opening of the electronic throttle valve; the brake-on signal Bon, which is a signal indicating the state in which the brake pedal for actuating the wheel brakes is operated by the driver; the battery temperature THbat, the battery charge and discharge current Ibat, the battery voltage Vbat; the temperature of the working fluid OIL in the hydraulic control circuit 56, which is the working fluid temperature THoil, etc.).

[0041] Various command signals (e.g., an engine control command signal Se for controlling the engine 12, an MG control command signal Sm for controlling the electric motor MG, a CB hydraulic control command signal Scb for controlling the engagement device CB, a K0 hydraulic control command signal Sk0 for controlling the K0 clutch 20, an LU hydraulic control command signal Slu for controlling the LU clutch 40, an EOP control command signal Seop for controlling the EOP 60, etc.) are output from the electronic control unit 90 to each device included in the vehicle 10 (e.g., the engine control unit 50, the inverter 52, the hydraulic control circuit 56, the pump motor 62, etc.).

[0042] The CB hydraulic pressure control command signal Scb corresponds to the CB hydraulic pressure command value Spcb, which is a hydraulic pressure command value for causing the hydraulic control circuit 56 to supply the pressure-regulated CB hydraulic pressure PRcb. The K0 hydraulic pressure control command signal Sk0 corresponds to the K0 hydraulic pressure command value Spk0, which is a hydraulic pressure command value for causing the hydraulic control circuit 56 to supply the pressure-regulated K0 hydraulic pressure PRk0. The LU hydraulic pressure control command signal Slu corresponds to the LU hydraulic pressure command value Splu, which is a hydraulic pressure command value for causing the hydraulic control circuit 56 to supply the pressure-regulated LU hydraulic pressure PRlu.

[0043] To implement various controls in the vehicle 10 , the electronic control device 90 includes a power source control unit 92 serving as a power source control unit, a clutch control unit 94 serving as a clutch control unit, and a transmission control unit 96 serving as a transmission control unit.

[0044] The power source control unit 92 includes the functions of an engine control unit, namely an engine control unit 92a, which controls the operation of the engine 12, and the functions of an electric motor control unit, namely an electric motor control unit 92b, which controls the operation of the electric motor MG via the converter 52. It is a hybrid control unit, namely a hybrid control unit, which performs hybrid drive control of the hybrid power formed by the engine 12 and the electric motor MG through these control functions.

[0045] The power source control unit 92 calculates the driver's drive demand for the vehicle 10 by, for example, applying the accelerator opening θacc and the vehicle speed V to a drive demand map. The drive demand map is a relationship previously determined and stored through experiments or design, i.e., a pre-set relationship. The drive demand is, for example, the requested drive torque Trdem at the drive wheels 14. The requested drive torque Trdem [Nm], when viewed differently, represents the requested drive power Prdem [W] at the current vehicle speed V. The requested drive can be calculated using, for example, the requested drive force Frdem [N] at the drive wheels 14 or the requested automatic transmission output torque at the transmission output shaft 26. The automatic transmission output speed No, etc., can also be used in place of the vehicle speed V when calculating the drive demand. The power source control unit 92 considers transmission loss, standby load, the gear ratio γat of the automatic transmission 24, and outputs an engine control command signal Se for controlling the engine 12 and an MG control command signal Sm for controlling the electric motor MG to achieve the requested drive power Prdem.

[0046] When the output of the electric motor MG alone can cover the requested drive torque Trdem, the power source control unit 92 sets the drive mode for driving the vehicle 10 to the EV drive mode. The EV drive mode is a motor drive mode that allows the vehicle to travel using only the electric motor MG as the power source SP when the K0 clutch 20 is disengaged (=EV travel). On the other hand, when the requested drive torque Trdem cannot be covered without at least the output of the engine 12, the power source control unit 92 sets the drive mode to the engine drive mode, i.e., the HV drive mode. The HV drive mode is a hybrid drive mode that allows the vehicle to travel using at least the engine 12 as the power source SP when the K0 clutch 20 is engaged, i.e., the engine drive mode (=HV travel). On the other hand, when the output of the electric motor MG alone can cover the requested drive torque Trdem, but the battery 54 needs to be charged or the engine 12 and the like need to be warmed up, the power source control unit 92 establishes the HV drive mode.

[0047] The power source control unit 92 determines whether there is an engine start request to switch the control state of the engine 12 from the stopped state to the running state. For example, in the EV drive mode, the power source control unit 92 determines whether there is an engine start request based on whether the requested drive torque Trdem exceeds the range that can be covered by the output of the electric motor MG alone, whether the engine 12 and other components need to be warmed up, or whether the battery 54 needs to be charged.

[0048] The clutch control unit 94 controls the K0 clutch 20 to execute engine 12 startup control. For example, if the power source control unit 92 determines that an engine startup request has been issued, the clutch control unit 94 outputs a K0 hydraulic pressure control command signal Sk0 to the hydraulic control circuit 56 for controlling the disengaged K0 clutch 20 to engage. This control generates a K0 torque Tk0 to be transmitted to the engine 12, which is torque required to increase the engine speed Ne, i.e., torque required to rotate the engine 12. In this embodiment, the torque required to rotate the engine 12 is referred to as the required rotational torque Tcrn.

[0049] If the power source control unit 92 determines that an engine start request has been issued, the clutch control unit 94 switches the K0 clutch 20 to the engaged state and outputs an MG control command signal Sm to the inverter 52, causing the electric motor MG to output the required rotational torque Tcrn. Furthermore, if the power source control unit 92 determines that an engine start request has been issued, the engine control command signal Se is output to the engine control device 50, in conjunction with the rotation of the engine 12 via the K0 clutch 20 and the electric motor MG. The engine control unit 92a outputs the engine control command signal Se to the engine control device 50, causing the engine 12 to output the engine torque Te, so that after the initial explosion of the engine 12, the engine 12 is in a state of stable, self-rotating rotation due to detonation, i.e., a state of complete detonation. Specifically, the engine control unit 92a increases the engine torque Te when the engine 12 is started.

[0050] When the engine 12 rotates, a reaction torque is generated in response to the engagement of the K0 clutch 20. This reaction torque causes a reduction in the drive torque Tr due to inertia during engine startup during EV driving. Therefore, the MG torque Tm added to the required rotational torque Tcrn when starting the engine 12 is the MG torque Tm that offsets this reaction torque. The required rotational torque Tcrn is the K0 torque Tk0 required to rotate the engine 12, and is the MG torque Tm required to rotate the engine 12, transmitted from the electric motor MG side via the K0 clutch 20 to the engine 12 side. The required rotational torque Tcrn is a predetermined rotational torque Tcr, for example, based on various parameters of the engine 12 and the method of starting the engine 12.

[0051] The power source control unit 92 determines whether there is a request to stop the engine 12, i.e., an engine stop request, which switches the control state of the engine 12 from the operating state to the stopped state. For example, in the HV drive mode, the power source control unit 92 determines whether there is an engine stop request based on whether the requested drive torque Trdem is within the range that can be covered by the output of the electric motor MG alone, and whether the engine 12 and the like do not need to be warmed up, and whether the battery 54 does not need to be charged.

[0052] When the power source control unit 92 determines that an engine stop request has been issued, it outputs an engine control command signal Se for gradually reducing the engine torque Te to the engine control device 50. Then, after the clutch control unit 94 switches the K0 clutch 20 to the disengaged state, the power source control unit 92 outputs an engine control command signal Se for executing a fuel cutoff operation to stop the fuel supply to the engine 12 to the engine control device 50.

[0053] The start control of the engine 12 is described as an example of a rotation start that requires the use of the rotation of the K0 clutch 20. The start control of the engine 12 is not limited to this rotation start. For example, it is possible that a request is made to restart the engine 12 when the control state of the engine 12 is switched from the operating state to the stopped state. In this case, if the fuel cut is released and the engine 12 is ignited so that the engine 12 can operate autonomously, there is no need to use the rotation of the K0 clutch 20. The start control of the engine 12 described above is called an autonomous restart. In this autonomous restart, as in the case of a rotation start, after the engine 12 has completely started with the engine speed Ne and the engine torque Te being stable, the K0 clutch 20 is quickly set to the engaged state.

[0054] For example, after receiving a complete detonation notification from the engine control unit 92a, the clutch control unit 94 quickly synchronizes the input and output speeds of the K0 clutch 20. Specifically, when the engine 12 is started, the clutch control unit 94 performs synchronization control to increase the K0 torque Tk0 and switch the control state of the K0 clutch 20 from the disengaged state to the engaged state, thereby synchronizing the input and output speeds of the K0 clutch 20. In this embodiment, this synchronization control of the K0 clutch 20 is referred to as K0 synchronization control. K0 synchronization control is executed during both cranking and autonomous restarts. The input speed of the K0 clutch 20 is the speed of the engine connecting shaft 34, which is the same as the engine speed Ne. The output speed of the K0 clutch 20 is the speed of the motor connecting shaft 36, which is the same as the MG speed Nm. For example, the engine control unit 92a outputs a complete detonation notification of the engine 12 when the time elapsed since the engine speed Ne reached the preset complete detonation speed of the engine 12 exceeds a preset complete detonation notification standby time. The complete explosion notification standby time is set in advance in consideration of exhaust requirements of the engine 12 , for example.

[0055] The transmission control unit 96 uses, for example, a predetermined relationship, or shift map, to determine whether the automatic transmission 24 should shift. The transmission control unit 96 outputs a CB hydraulic pressure control command signal Scb, which is used to execute shift control of the automatic transmission 24, to the hydraulic control circuit 56 as needed. The shift map, for example, is a fixed relationship with shift lines on a two-dimensional coordinate system using vehicle speed V and requested drive torque Trdem as variables, for determining whether the automatic transmission 24 should shift. The shift map may use, for example, the AT output speed No in place of vehicle speed V, or the requested drive force Frdem, accelerator opening θacc, throttle opening θth, and the like in place of requested drive torque Trdem.

[0056] However, sometimes the engine 12 startup control performed by the power source control unit 92 and the automatic transmission 24 speed shift control performed by the transmission control unit 96 overlap. In this case, depending on the situation, the mutual control may interfere with each other, resulting in a shock. When the engine 12 startup control and the automatic transmission 24 speed shift control overlap, the shock may occur due to, for example, the overlap of the K0 clutch 20 synchronization completion timing during K0 synchronization control during startup control and the inertia phase period from the start to the end of the inertia phase during the speed shift control transition. In this embodiment, the K0 clutch 20 synchronization completion timing is referred to as the K0 synchronization timing, and the overlap between the K0 synchronization timing and the inertia phase period is referred to as the K0 synchronization overlap. When K0 synchronization overlap occurs, changes in the AT input speed Ni may prevent proper K0 synchronization control, resulting in a shock. Alternatively, changes in the input torque Tin of the automatic transmission 24 associated with the shifting of the K0 clutch 20 to the engaged state may prevent proper speed shift control, resulting in a shock. To address this issue, one approach is to delay shift control or start-up control based on a previously experimentally estimated K0 synchronization time, the time from the start of rotation of the K0 clutch 20 to the K0 synchronization time, to avoid K0 synchronization overlap. However, due to individual differences in the K0 clutch 20 and other components, as well as experimental trial variations, there is a possibility that the estimated K0 synchronization time will differ from the actual K0 synchronization time. Consequently, K0 synchronization overlap may not be avoided, leading to a shock. Alternatively, in engine 12 startup control, such as autonomous restart, which does not require the use of K0 clutch 20 rotation, the estimated K0 synchronization time from the start of rotation of the K0 clutch 20 cannot be determined, rendering methods that delay shift control or start-up control, i.e., those that utilize the rotation of the K0 clutch 20, infeasible. Consequently, K0 synchronization overlap may not be avoided, leading to a shock. Alternatively, if the speed change control or start control is delayed, it may take time for the engine 12 to start and the automatic transmission 24 to complete the speed change, potentially degrading drivability such as acceleration responsiveness. Furthermore, if the start control is delayed, the duration of the slipping state of the K0 clutch 20 increases, and the period during which the MG torque Tm is transmitted from the electric motor MG to the engine 12 via the K0 clutch 20 increases. Consequently, the frequency of charging the battery 54 by generating electricity using the power of the engine 12 increases, potentially degrading fuel efficiency.

[0057] Therefore, the electronic control unit 90 implements torque limitation to limit at least one of the K0 torque Tk0 and the engine torque Te from the moment K0 synchronization overlap is predicted after the start of K0 synchronization control. This delays the K0 synchronization timing relative to the inertia phase. Furthermore, changes in the input torque Tin of the automatic transmission 24 associated with the shifting of the K0 clutch 20 to the engaged state during the inertia phase can be suppressed. Furthermore, torque limitation is not implemented at the moment when the start control of the engine 12 and the speed change control of the automatic transmission 24 overlap, but rather at the moment when K0 synchronization overlap is predicted after the start of K0 synchronization control. Until K0 synchronization overlap is not predicted, the start control and speed change control overlap without torque limitation.

[0058] Specifically, in order to achieve the control function of suppressing the occurrence of shock and suppressing the deterioration of acceleration responsiveness when the start-up of the engine 12 and the gear shifting of the automatic transmission 24 are overlapped, the electronic control unit 90 also has an overlap prediction and judgment unit, namely an overlap prediction and judgment unit 98, and a torque limiting unit, namely a torque limiting unit 99.

[0059] During the start-up control of the engine 12, the overlap prediction determination unit 98 determines whether the K0 synchronization control is being executed. For example, during the start-up control of the engine 12, the overlap prediction determination unit 98 determines whether the K0 synchronization control is being executed based on whether the complete explosion notification is output from the engine control unit 92a.

[0060] When the overlap prediction determination unit 98 determines that K0 synchronization control is being executed, it determines whether K0 synchronization overlap is predicted. Specifically, as described above, K0 synchronization overlap refers to the overlap between the K0 synchronization timing and the inertia phase period during the transition of the automatic transmission 24's shift control. If the K0 synchronization timing and the inertia phase period are clearly known, the occurrence of K0 synchronization overlap can be predicted. The K0 synchronization timing used for predicting the occurrence of K0 synchronization overlap is, for example, the K0 synchronization timing when the K0 clutch 20 will complete synchronization in a certain number of seconds from the current time, i.e., the predicted synchronization timing of the K0 clutch 20. In this embodiment, the predicted synchronization timing of the K0 clutch 20 is referred to as the K0 synchronization prediction timing. The K0 synchronization prediction timing can be calculated, for example, based on the rising slope of the engine speed Ne and the change in the MG speed Nm. The rising slope of the engine speed Ne and the change in the MG speed Nm correspond to the change ratio of the differential speed ΔNk0 between the input and output speeds of the K0 clutch 20. The change ratio of the differential speed ΔNk0 indicates the degree of change in the differential speed ΔNk0. While K0 synchronization control is being executed, the overlap prediction determination unit 98 calculates the predicted K0 synchronization time based on the rate of change in the differential speed ΔNk0 of the K0 clutch 20. The predicted K0 synchronization time, unlike the estimated K0 synchronization time from the start of rotation using the K0 clutch 20, is calculated after the start of K0 synchronization control. This allows the predicted K0 synchronization time to be calculated similarly to a rotation start, even during an autonomous restart that does not require rotation using the K0 clutch 20. Furthermore, the inertia phase period can be calculated based on, for example, the progress of the speed shift control of the automatic transmission 24. The progress of the speed shift control can be expressed, for example, by associating the progress of the speed shift control with the time since the start of the speed shift control. The progress of the speed shift control can be calculated based on, for example, the CB hydraulic pressure command value Spcb for the engagement device CB disengaged during the transition of the speed shift control of the automatic transmission 24, i.e., the disengaging-side engagement device, and the CB hydraulic pressure command value Spcb for the engagement device CB engaged during the transition of the speed shift control, i.e., the engaging-side engagement device. While the K0 synchronization control is being executed, the overlap prediction determination unit 98 determines whether the occurrence of K0 synchronization overlap is predicted based on the K0 synchronization prediction timing obtained from the change rate of the differential speed ΔNk0 of the K0 clutch 20 and the inertia phase period obtained from the progress of the shift control of the automatic transmission 24.

[0061] During the inertia phase during the transition of the automatic transmission 24's shift control, the impact caused by the occurrence of K0 overlap increases, for example, at the start of the inertia phase and its vicinity, and at the end of the inertia phase and its vicinity. Therefore, the inertia phase period used for predicting the occurrence of K0 overlap can also be limited to the start of the inertia phase and its vicinity, and the end of the inertia phase and its vicinity. That is, the inertia phase period used for predicting the occurrence of K0 overlap includes at least the start of the inertia phase and its vicinity, and the end of the inertia phase and its vicinity. For example, the period near the start of the inertia phase is a predetermined period immediately before the start of the inertia phase, where a shock of the same magnitude as the start of the inertia phase occurs when K0 overlap occurs. For example, the period near the end of the inertia phase is a predetermined period immediately before the end of the inertia phase, where a shock of the same magnitude as the end of the inertia phase occurs when K0 overlap occurs.

[0062] When the overlap prediction determination unit 98 determines that K0 synchronization control is being executed and that K0 overlap is predicted, the torque limiting unit 99 performs at least one of clutch torque limitation and engine torque limitation. The clutch torque limitation is to reduce the K0 torque Tk0 compared to a case where K0 overlap is not predicted, and the engine torque limitation is to reduce the engine torque Te compared to a case where K0 overlap is not predicted. Specifically, the magnitude of the impact when K0 overlap occurs varies depending on the type of shift control, such as which gear steps of the automatic transmission 24 are being upshifted, which gear steps of the automatic transmission 24 are being downshifted, and whether the shift is being performed during ignition on or off. Furthermore, the magnitude of the impact when K0 overlap occurs varies depending on the method used to start the engine 12, such as cranking start or autonomous restart. Therefore, the torque limit value, i.e., the upper limit of the torque limitation, which is the limit value when torque limitation is executed, is preferably set to a predetermined value corresponding to the magnitude of each impact. The torque limiter 99 calculates the K0 torque limit value, which is a limit value when executing clutch torque limitation, namely, K0 torque limitation, based on the type of speed shift control of the automatic transmission 24. The torque limiter 99 calculates the K0 torque limit value based on the method of starting the engine 12. The torque limiter 99 calculates the engine torque limit value, which is a limit value when executing engine torque limitation, based on the type of speed shift control of the automatic transmission 24. The torque limiter 99 calculates the engine torque limit value based on the method of starting the engine 12. The torque limiter 99 sets the torque limit value based on at least one of the type of speed shift control and the method of starting the engine 12. The torque limiter 99 uses the K0 torque limit value to output a command to execute K0 torque limitation to the clutch control unit 94. And / or the torque limiter 99 uses the engine torque limit value to output a command to execute engine torque limitation to the engine control unit 92a.

[0063] While torque limiting is being executed by the torque limiting unit 99, the overlap prediction determination unit 98 determines whether it is predicted that K0 overlap will not occur. The absence of K0 overlap indicates that shock is unlikely to occur, corresponding to situations such as when the speed control of the automatic transmission 24 has been completed or when the K0 clutch 20 has been switched to the engaged state. To prevent degradation in acceleration responsiveness, it is preferable to quickly release the torque limit when K0 overlap does not occur. The overlap prediction determination unit 98 determines that K0 overlap is not predicted when the speed control of the automatic transmission 24 has been completed or when K0 synchronization control has been completed.

[0064] When the torque limiting unit 99 is executing torque limiting, if the overlap prediction determination unit 98 determines that the K0 synchronization overlap is not predicted to occur, the torque limiting unit 99 releases the torque limiting, that is, terminates the torque limiting.

[0065] To suppress deterioration in acceleration responsiveness, the torque limiter can be set to execute until a predetermined time TMf. Specifically, the torque limiter 99 determines whether the torque limiter is executed within the predetermined time TMf. If the torque limiter 99 determines that the torque limiter has executed for longer than the predetermined time TMf, the torque limiter is released. The predetermined time TMf is, for example, a pre-set threshold value for suppressing deterioration in acceleration responsiveness. Thus, if the predetermined time TMf has elapsed since the start of the torque limiter, the torque limiter 99 releases the torque limiter.

[0066] Figure 2 This is a flowchart illustrating the main parts of the control action of the electronic control unit 90, and is a flowchart illustrating the control action for suppressing the occurrence of shock and suppressing the deterioration of acceleration responsiveness when the start of the engine 12 and the gear shift of the automatic transmission 24 are overlapped, for example, repeatedly executed. Figure 3 It means executing Figure 2 FIG. 1 is a diagram showing an example of a timing chart in the case of the control operation shown in the flowchart.

[0067] exist Figure 2 In the present embodiment, first, in step S10 corresponding to the function of the overlap prediction determination unit 98 (hereinafter referred to as "step"), it is determined whether K0 synchronization control is being executed during the start-up control of the engine 12. If the determination in S10 is negative, this routine ends. If the determination in S10 is positive, in step S20 corresponding to the function of the overlap prediction determination unit 98, it is determined whether the occurrence of K0 synchronization overlap is predicted. Figure 2K0 synchronization overlap in the transmission, specifically, overlap between the K0 synchronization timing and the start and / or end timing of the inertia phase during the transition of the speed change control. If the determination in S20 is negative, this routine ends. If the determination in S20 is positive, in S30 corresponding to the function of the torque limiter 99, the K0 torque limit value and the engine torque limit value are calculated, and K0 torque limitation and engine torque limitation are implemented. Then, in S40 corresponding to the function of the overlap prediction determination unit 98, it is determined whether it is predicted that K0 synchronization overlap will not occur. If the determination in S40 is negative, in S50 corresponding to the function of the torque limiter 99, it is determined whether the execution time of the torque limitation is within the predetermined time TMf. If the determination in S50 is positive, the routine returns to S30. If the determination in S40 is positive or if the determination in S50 is negative, the torque limitation is released in S60 corresponding to the function of the torque limiter 99.

[0068] Figure 3 1 is a diagram showing an example of a situation in which the speed change control of the automatic transmission 24 and the start control of the engine 12 are executed in an overlapping manner during EV driving. Figure 3 In the figure, time t1 indicates the moment when the speed shift control of the automatic transmission 24 starts. Along with the start of the speed shift control, each CB hydraulic command value Spcb for the disengaging side engagement device and the engaging side engagement device is output (refer to the moment from time t1). Time t2 indicates the moment when the start control of the engine 12 starts. Along with the start of the start control, the K0 hydraulic command value Spk0 for rotation and K0 synchronization control is output (refer to the moment from time t2). From time t2, the speed shift control and the start control are executed overlappingly, but in this embodiment, the control that delays either control is not executed at time t2. In the transition in which the speed shift control and the start control proceed without being delayed, when it is determined that the K0 synchronization overlap is predicted to occur, the overlap prediction determination flag is set to ON, and the K0 torque limitation and the engine torque limitation are started (refer to time t3). The K0 torque Tk0 is limited by the K0 torque limit value as a prescribed value, and the engine torque Te is limited by the engine torque limit value as a prescribed value. As shown Figure 3 As shown, the K0 torque Tk0 and the engine torque Te may be gradually reduced from the torque value before the start of torque limitation to the torque limitation value in order to suppress a sudden change in torque when torque limitation is started. Figure 3The K0 synchronization overlap in the is the overlap of the K0 synchronization moment, the end moment of the inertia phase in the transition of the speed change control, and the vicinity of the end moment. When the speed change control of the automatic transmission 24 is completed while the torque limit is being executed, and it is determined that the K0 synchronization overlap is not predicted to occur, the overlap prediction judgment flag is set to OFF, and the torque limit is released (refer to the moment t4). The K0 torque Tk0 and the engine torque Te are each restored from the torque limit. When the K0 torque Tk0 and the engine torque Te are restored from the torque limit, in order to suppress the sudden change of torque, they can be gradually increased from the torque limit value to the torque value after the torque limit is released. In addition, Figure 3 The “start-up requested engine torque” in corresponds to, for example, the engine control command signal Se for outputting the engine torque Te so that the engine 12 reaches a state of complete explosion after the initial explosion.

[0069] As described above, according to this embodiment, when K0 synchronization control is being executed at the time of engine 12 startup, if it is determined that K0 synchronization overlap is predicted, at least one of K0 torque limitation and engine torque limitation is implemented. The K0 torque limitation is reduced by K0 torque Tk0 compared to when K0 synchronization overlap is determined not to have been predicted, and the engine torque limitation is reduced by engine torque Te compared to when K0 synchronization overlap is determined not to have been predicted. This allows the K0 synchronization timing to be delayed relative to the inertia phase during the speed shift control of the automatic transmission 24, and can suppress changes in the input torque Tin of the automatic transmission 24 associated with the shifting of the K0 clutch 20 to the engaged state during the inertia phase. Furthermore, since it is possible to determine whether K0 synchronization overlap is predicted close to the K0 synchronization timing, the time between engine 12 startup and automatic transmission 24 speed shift completion can be shortened compared to a case where engine 12 startup is delayed at the time when the engine 12 startup and automatic transmission 24 speed shift overlap. Furthermore, if a shock is unlikely to occur and it is determined that K0 synchronization overlap is not predicted, the aforementioned torque limitation is not performed, and the start of the engine 12 and the shifting of the automatic transmission 24 are overlapped. This can suppress the occurrence of a shock and reduce the deterioration of acceleration responsiveness when the start of the engine 12 and the shifting of the automatic transmission 24 are overlapped. Furthermore, it can suppress degradation of fuel efficiency.

[0070] Furthermore, according to this embodiment, when it is determined that K0 overlap is not predicted, the torque limit is released. Therefore, when shock is unlikely to occur, the K0 torque Tk0 and the engine torque Te can be quickly restored to normal values, thereby appropriately suppressing the deterioration of acceleration responsiveness.

[0071] Furthermore, according to the present embodiment, when the shift control of the automatic transmission 24 is completed or when the K0 synchronization control is completed, it is determined that the K0 synchronization overlap is not predicted to occur, and therefore the torque limit is appropriately released.

[0072] In addition, according to this embodiment, the torque limit value is set based on at least one of the type of speed change control and the method of starting the engine 12. Therefore, the K0 synchronization timing can be appropriately delayed relative to the inertia phase period, and the change in the input torque Tin of the automatic transmission 24 associated with the switching of the K0 clutch 20 to the engaged state during the inertia phase can be appropriately suppressed.

[0073] Furthermore, according to the present embodiment, the torque limitation is released when the predetermined time TMf has elapsed after the start of the torque limitation. Therefore, it is possible to appropriately suppress the deterioration of the acceleration responsiveness.

[0074] Furthermore, according to this embodiment, the inertia phase period used for predicting the occurrence of K0 synchronization overlap includes at least the start time of the inertia phase and the vicinity of the start time, and the end time of the inertia phase and the vicinity of the end time. Therefore, when it is determined that the occurrence of K0 synchronization overlap is predicted, the K0 synchronization time can be delayed relative to the period during which a shock is likely to occur due to overlap with the K0 synchronization time, and changes in the input torque Tin of the automatic transmission 24 associated with the switching of the K0 clutch 20 to the engaged state during the period during which a shock is likely to occur due to overlap with the K0 synchronization time can be suppressed.

[0075] Furthermore, according to this embodiment, whether K0 overlap is predicted is determined based on the K0 synchronization prediction timing obtained from the rate of change in the differential speed ΔNk0 of the K0 clutch 20 and the inertia phase period obtained from the degree of progress of the speed change control of the automatic transmission 24. Therefore, whether K0 overlap is predicted can be appropriately determined close to the K0 synchronization timing. This allows the period during which torque limitation is applied to be minimized.

[0076] As mentioned above, although the embodiment of the present invention is described in detail based on the drawings, the present invention can also be applied in other aspects.

[0077] For example, in the aforementioned embodiment, a planetary gear type automatic transmission is illustrated as the automatic transmission 24, but the present invention is not limited to this type. The automatic transmission 24 may also be a synchromesh type parallel two-axis automatic transmission, such as a known DCT (Dual Clutch Transmission). The present invention is applicable to any vehicle that includes a power source including an engine and an electric motor, a clutch disposed between the engine and the electric motor, and a transmission that transmits the output torque of the power source to the drive wheels.

[0078] Furthermore, while the torque converter 22 is used as the fluid transmission device in the aforementioned embodiment, the present invention is not limited to this embodiment. For example, the fluid transmission device may be replaced with another fluid transmission device, such as a fluid coupling that does not have a torque amplification function, instead of the torque converter 22. Furthermore, the fluid transmission device is not essential; for example, a forward clutch may be substituted.

[0079] It should be noted that the above content is merely one embodiment, and the present invention can be implemented in various ways with various changes and improvements added based on the knowledge of those skilled in the art.

[0080] Description of the label

[0081] 10: Vehicles

[0082] 12: Engine

[0083] 14: driving wheel

[0084] 20: K0 clutch (clutch)

[0085] 24: Automatic transmission (transmission)

[0086] 90: Electronic control unit (control device)

[0087] 92a: Engine Control Unit

[0088] 94: Clutch control unit

[0089] 96: Transmission control unit

[0090] 98: Overlap prediction determination unit

[0091] 99: Torque limiter

[0092] MG: Electric motor.

Claims

1. A vehicle control device, The vehicle (10) comprises: an engine (12); an electric motor (MG) connected to a power transmission path between the engine (12) and a drive wheel (14) in a power transmission manner; a clutch (20) provided between the engine (12) and the electric motor (MG) in the power transmission path; and a transmission (24) provided between the electric motor (MG) and the drive wheel (14) in the power transmission path. The control device (90) of the vehicle (10) is characterized by comprising: a clutch control unit (94) for performing synchronization control when the engine (12) is started, so as to increase the torque capacity of the clutch (20) and switch the control state of the clutch (20) from a disengaged state to an engaged state in a manner that synchronization between the input speed and the output speed of the clutch (20) is achieved; an engine control unit (92a) for increasing the output torque of the engine (12) when the engine (12) is started; a transmission control unit (96) for controlling the speed change of the transmission (24); An overlap prediction determination unit (98) determines whether an overlap is predicted between the synchronization completion time of the clutch (20) and the inertia phase period from the start to the end of the inertia phase in the transition of the speed change control when the synchronization control is being executed; and A torque limiting unit (99) performs at least one of clutch torque limitation and engine torque limitation when it is determined that the overlap is predicted to occur, wherein the clutch torque limitation is to reduce the torque capacity of the clutch (20) compared to a case where it is determined that the overlap is not predicted to occur, and the engine torque limitation is to reduce the output torque of the engine (12) compared to a case where it is determined that the overlap is not predicted to occur, The overlap prediction determination unit (98) determines whether it is predicted that the overlap will not occur while the torque limitation is being executed, When it is determined that the overlap is not predicted to occur, the torque limiting unit (99) releases the torque limitation.

2. The vehicle control device according to claim 1, wherein: When the speed change control is completed or when the synchronization control is completed, the overlap prediction determination unit (98) determines that the overlap is predicted not to occur.

3. The vehicle control device according to claim 1 or 2, characterized in that: The torque limiting unit (99) sets a limit value when executing the torque limitation based on at least one of the type of the speed change control and the method of starting the engine (12).

4. The vehicle control device according to claim 1 or 2, characterized in that: The torque limiting unit (99) releases the torque limitation when a predetermined time (TMf) set in advance for suppressing deterioration of acceleration responsiveness has elapsed after the start of the torque limitation.

5. The vehicle control device according to claim 1 or 2, characterized in that: The inertia phase period includes at least the start time of the inertia phase and a period near the start time, and the end time of the inertia phase and a period near the end time.

6. The vehicle control device according to claim 1 or 2, characterized in that: The overlap prediction determination unit (98) determines whether the overlap is predicted to occur based on the predicted synchronization moment of the clutch (20) obtained according to the change ratio of the differential speed between the input speed and the output speed of the clutch (20) and the inertia phase period obtained according to the progress of the speed change control.

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