JP2009090931A - Vehicle control device - Google Patents

Abstract

In a vehicle equipped with a continuously variable transmission connected to an internal combustion engine via a clutch, the engagement state of the clutch is accurately determined to appropriately determine a belt transmission torque command value or reduce an engine output torque. Provided is a vehicle control apparatus.
Rotation of an input shaft of a forward clutch detected in a vehicle control device having a belt-type CVT (continuously variable transmission) connected to an internal combustion engine via a forward clutch of a forward / reverse switching device. When the number and the rotational speed of the output shaft coincide with each other including the rotational direction, it is determined that the forward clutch is engaged (S12, S14), and the CVT belt transmission torque command value is determined according to the determination result. The output torque is reduced (S16 to S22).
[Selection] Figure 2

Description

  The present invention relates to a vehicle control device, and more particularly, a control device that determines a clutch transmission state of a continuously variable transmission mounted on a vehicle and determines a belt transmission torque command value or reduces an engine output torque. About.

As a conventional technique for determining the clutch engagement state of the continuously variable transmission, a technique described in Patent Document 1 can be cited. In the technique described in Patent Document 1, whether or not the direct coupling clutch or the reaction force brake is in the transitional transition period is determined from the hydraulic pressure, the turbine rotational speed NT, or the elapsed time from the ND shift or the NR shift. ing.
JP 2001-330121 A

  As described above, in the technique described in Patent Document 1, the clutch engagement state is determined from the turbine rotational speed NT, etc., but the position of the switchback, that is, the position of R or D and the traveling direction of the vehicle coincide. If not, the clutch engagement state may be misjudged and determination of the operation amount may become inappropriate.

  Accordingly, the object of the present invention is to solve the above-mentioned inconvenience, and in a vehicle equipped with a continuously variable transmission connected to an internal combustion engine via a clutch, it is possible to accurately determine the engagement state of the clutch and to determine the belt transmission torque command value. It is an object of the present invention to provide a vehicle control apparatus that appropriately executes determination or reduction of engine output torque.

  In order to achieve the above object, according to claim 1, there is provided an internal combustion engine, and a belt-type continuously variable transmission connected to the internal combustion engine via a clutch and having a drive pulley and a driven pulley. In the control apparatus for a vehicle, the clutch input shaft rotational speed detection means for detecting the rotational speed and rotational direction of the input shaft of the clutch, and the clutch output shaft rotational speed detection for detecting the rotational speed and rotational direction of the output shaft of the clutch A clutch engagement determining means for determining that the clutch is engaged when the detected rotational speed of the input shaft of the clutch coincides with the rotational speed of the output shaft including the rotational direction; and Execution means for executing at least one of determination of a belt transmission torque command value of the continuously variable transmission and reduction of output torque of the internal combustion engine according to a determination result; It was as configuration provided.

  In the vehicle control apparatus according to claim 2, the execution means is based on the transmission torque of the clutch when the hydraulic oil is supplied to the clutch and it is not determined that the clutch is engaged. The belt transmission torque command value is determined and the output torque of the internal combustion engine is reduced.

  In the vehicle control apparatus according to a third aspect, the execution means is configured to obtain the transmission torque of the clutch based on the maximum value of the friction coefficient of the clutch.

  In the vehicle control device according to claim 4, the continuously variable transmission is connected to the internal combustion engine via a torque converter, and the execution means is in a state where hydraulic oil is supplied to the clutch. When the clutch is determined to be engaged, the belt transmission torque command value is determined based on at least one of the output torque of the internal combustion engine and the transmission torque of the torque converter, and the internal combustion engine The reduction of the output torque is cancelled.

  In the vehicle control device according to claim 1, when the detected rotational speed of the input shaft of the clutch and the rotational speed of the output shaft, including the rotational direction, coincide with each other, it is determined that the clutch is engaged, Since the belt transmission torque command value of the continuously variable transmission is determined according to the determination result or the output torque of the internal combustion engine is reduced, the engagement of the clutch can be accurately determined and determined accordingly. It is possible to appropriately determine the command value and reduce the output torque.

  That is, when determining the belt transmission torque command value, it can be determined so as to prevent the belt slip of the continuously variable transmission, and when reducing the output torque of the internal combustion engine, for example, when the accelerator pedal is depressed. However, the durability of the belt of the continuously variable transmission can be improved.

  In the vehicle control device according to claim 2, when the hydraulic oil is being supplied to the clutch and it is not determined that the clutch is engaged, the belt transmission torque command value is determined based on the clutch transmission torque. Since the output torque of the internal combustion engine is reduced, the belt transmission torque command value having a margin with respect to the transmission torque of the clutch can be determined in addition to the effects described above. The slippage of the continuously variable transmission can be further improved by reducing the output torque of the internal combustion engine.

  In the vehicle control device according to the third aspect, since the clutch transmission torque is obtained on the basis of the maximum value of the friction coefficient of the clutch, in addition to the above-described effect, the clutch transmission torque also has a variation. Since the clutch transmission torque is obtained with the maximum value and the belt transmission torque command value is determined based on the clutch transmission torque, the belt slip of the continuously variable transmission can be further prevented and the durability of the belt can be further improved. .

  In the vehicle control device according to claim 4, when it is determined that the hydraulic oil is being supplied to the clutch and the clutch is engaged, the output torque of the internal combustion engine and the transmission torque of the torque converter are Since the belt transmission torque command value is determined based on at least one of the above and the reduction of the output torque of the internal combustion engine is cancelled, in addition to the above-described effects, the belt slip prevention and the durability improvement are achieved. However, the necessary driving force can be ensured.

  The best mode for carrying out a vehicle control apparatus according to the present invention will be described below with reference to the accompanying drawings.

  FIG. 1 is a schematic diagram generally showing a vehicle control apparatus according to an embodiment of the present invention.

  In FIG. 1, reference numeral 10 indicates an internal combustion engine (hereinafter referred to as “engine”). The engine 10 is mounted on a vehicle (partially indicated by drive wheels W).

  A throttle valve (not shown) arranged in the intake system of the engine 10 is mechanically disconnected from an accelerator pedal (not shown) arranged in the vehicle driver's seat, and is a DBW (actuator) such as an electric motor. Drive By Wire) mechanism 16 is connected and driven.

  The intake air metered by the throttle valve flows through an intake manifold (not shown) and mixes with fuel injected from an injector (fuel injection valve) 20 near the intake port of each cylinder to form an air-fuel mixture, When an intake valve (not shown) is opened, it flows into a combustion chamber (not shown) of the cylinder. In the combustion chamber, the air-fuel mixture is ignited and combusted, and after driving a piston (not shown) to rotate the crankshaft 22, exhaust gas is discharged outside the engine 10.

  The rotation of the crankshaft 22 of the engine 10 is input to the transmission 26 via the torque converter 24. That is, the crankshaft 22 is connected to the pump / impeller 24a of the torque converter 24, while the turbine runner 24b disposed opposite thereto and receiving fluid (hydraulic fluid) is connected to the main shaft (mission input shaft) MS. .

  The transmission 26 includes a continuously variable transmission (hereinafter referred to as “CVT”), and includes a drive pulley 26a disposed on the main shaft MS and a driven pulley 26b disposed on a counter shaft CS parallel to the main shaft MS. And a metal belt 26c hung between them.

  The drive pulley 26a includes a fixed pulley half 26a1 disposed on the main shaft MS and a movable pulley half 26a2 that can move relative to the fixed pulley half 26a1 in the axial direction. The driven pulley 26b includes a fixed pulley half 26b1 fixed to the countershaft CS and a movable pulley half 26b2 that can move relative to the fixed pulley half 26b1 in the axial direction.

  The CVT 26 is connected to the forward / reverse switching device 30. The forward / reverse switching device 30 includes a forward clutch 30a, a reverse brake 30b, and a planetary gear mechanism 30c disposed therebetween.

  In the planetary gear mechanism 30c, the sun gear 30c1 is fixed to the main shaft MS, and the ring gear 30c2 is fixed to the fixed pulley half 26a1 of the drive pulley 26a via the forward clutch 30a.

  A pinion 30c3 is disposed between the sun gear 30c1 and the ring gear 30c2. Pinion 30c3 is coupled to sun gear 30c1 by carrier 30c4. The carrier 30c4 is fixed (locked) when the reverse brake 30b is operated.

  The rotation of the counter shaft CS is transmitted to the secondary shaft SS via the reduction gears 34 and 36, and the rotation of the secondary shaft SS is transmitted to the left and right drive wheels (tires, only shown on the right side) W via the gear 40 and the differential D. It is done. A disc brake 42 is disposed in the vicinity of the drive wheel W.

  Switching between the forward clutch 30a and the reverse brake 30b is performed by the driver operating a shift lever 44 provided at a vehicle driver's seat, for example, having positions P, R, N, D, S, and L. That is, when any position of the shift lever 44 is selected by the driver, the selection operation is transmitted to a manual valve (not shown) of a hydraulic mechanism (not shown).

  For example, when the D, S, and L positions are selected, the spool of the manual valve moves accordingly, and hydraulic oil (hydraulic pressure) is discharged from the piston chamber of the reverse brake 30b, while hydraulic pressure is discharged to the piston chamber of the forward clutch 30a. Is supplied and the forward clutch 30a is engaged. When the forward clutch 30a is engaged, all gears rotate together with the main shaft MS, and the drive pulley 26a is driven in the same direction (forward direction) as the main shaft MS.

  On the other hand, when the R position is selected, hydraulic oil is discharged from the piston chamber of the forward clutch 30a, while hydraulic pressure is supplied to the piston chamber of the reverse brake 30b, and the reverse brake 30b is operated. As a result, the carrier 30c4 is fixed, the ring gear 30c2 is driven in the opposite direction to the sun gear 30c1, and the drive pulley 26a is driven in the opposite direction (reverse direction) to the main shaft MS.

  When the P or N position is selected, the hydraulic oil is discharged from both piston chambers, the forward clutch 30a and the reverse brake 30b are both released, and the power transmission through the forward / reverse switching device 30 is cut off. Power transmission between the engine 10 and the drive pulley 30a of the CVT 26 is interrupted.

  In the CVT 26, when hydraulic oil is supplied from the hydraulic mechanism to the piston chambers of the movable pulley halves 26a2 and 26b2, and a pulley side pressure (belt transmission torque) that moves the movable pulley halves 26a2 and 26b2 in the axial direction is generated, the drive is performed. The pulley widths of the pulley 26a and the driven pulley 26b change, and the winding radius of the belt 26c changes. Thus, the gear ratio for transmitting the output of the engine 10 to the drive wheels W can be changed steplessly by adjusting the pulley side pressure, in other words, by changing the belt transmission torque command value.

  A crank angle sensor 48 is provided at an appropriate position such as near the cam shaft (not shown) of the engine 10 and outputs a signal indicating the engine speed NE for each predetermined crank angle position of the piston. In the intake system, an absolute pressure sensor 50 is provided at an appropriate position downstream of the throttle valve, and outputs a signal proportional to the intake pipe absolute pressure (engine load) PBA.

  The actuator of the DBW mechanism 16 is provided with a throttle opening sensor 52 and outputs a signal proportional to the throttle opening TH through the amount of rotation of the actuator, and an accelerator opening sensor 54 is provided in the vicinity of the accelerator pedal. A signal proportional to the accelerator opening AP corresponding to the accelerator pedal operation amount is output.

  Further, a water temperature sensor 56 is provided in the vicinity of a cooling water passage (not shown) of the engine 10 to generate an output corresponding to the engine cooling water temperature TW, in other words, the temperature of the engine 10, and the intake air temperature in the intake system. A sensor 58 is provided and generates an output corresponding to the intake air temperature (outside air temperature) taken into the engine 10.

  The output of the crank angle sensor 48 and the like described above is sent to the engine controller 60. The engine controller 60 includes a microcomputer, determines the target throttle opening based on the sensor outputs, controls the operation of the DBW mechanism 16, and determines the fuel injection amount to drive the injector 20.

  The main shaft MS is provided with an NT sensor (rotational speed sensor) 62, which determines the rotational speed of the turbine runner 24b, specifically the rotational speed of the main shaft MS, more specifically the input shaft rotational speed of the forward clutch 30a. The pulse signal shown is output.

  An NDR sensor (rotational speed sensor) 64 is provided at an appropriate position in the vicinity of the drive pulley 26a of the CVT 26 to output a pulse signal corresponding to the rotational speed of the drive pulley 26a, in other words, the output shaft rotational speed of the forward clutch 30a. At the same time, an NDN sensor (rotational speed sensor) 66 is provided at an appropriate position near the driven pulley 26b to output a pulse signal indicating the rotational speed of the driven pulley 26b.

  A VEL sensor (rotational speed sensor) 70 is provided in the vicinity of the gear 36 of the secondary shaft SS, and outputs a pulse signal indicating the output rotational speed of the CVT 26 or the vehicle speed VEL through the rotational speed of the gear 36. A shift lever position sensor 72 is provided in the vicinity of the shift lever 44 described above, and outputs a POS signal corresponding to a position such as R, N, or D selected by the driver.

  The output of the NT sensor 62 and the like described above is sent to the shift controller 74 including the outputs of other sensors (not shown). The shift controller 74 also includes a microcomputer and is configured to be able to communicate with the engine controller 60.

  More specifically, the outputs of the NT sensor 62 and NDR sensor 64 described above are input to the waveform shaping circuit in the shift controller 74 and then input to the direction detection circuit. The shift controller 74 counts the output of the waveform shaping circuit to detect the rotational speed, and detects the rotational direction from the output of the direction detection circuit. The outputs of the NDN sensor 66 and the VEL sensor 70 are input to the waveform shaping circuit, and the shift controller 74 detects the rotational speed and the vehicle speed from the outputs.

  Based on these detected values, the shift controller 74 controls the operation of the torque converter 24 and the CVT 26 by energizing / de-energizing an electromagnetic solenoid (not shown) of the hydraulic mechanism, and determines the engagement of the forward clutch 30a. To decide.

  FIG. 2 is a flowchart showing the operation of the shift controller 74. The illustrated program is executed by the shift controller 74 every predetermined time, for example, every 10 msec.

  In the following description, the position signal is determined in S10, and if it is not P or N, the process proceeds to S12 to determine clutch engagement.

  FIG. 3 is a sub-routine flowchart showing the processing.

  In S100, the clutch input / output rotation difference, that is, the rotation speed of the main shaft MS detected by the NT sensor 62 (input shaft rotation speed of the forward clutch 30a) and the rotation speed of the drive pulley 26a detected by the NDR sensor 64 (forward movement). The difference in the output shaft rotation speed of the clutch 30a is determined.

  When it is determined in S100 that the difference is less than the predetermined value, the process proceeds to S102, and the rotational directions thereof are determined. When it is determined that they match, the process proceeds to S104, and the state of the forward clutch 30a is engaged (engaged). On the other hand, if it is determined in S100 that the difference is greater than or equal to the predetermined value, or if it is determined in S102 that the rotational directions do not match, the process proceeds to S106, and the state of the forward clutch 30a is determined to be non-engaged (released). .

  This will be described with reference to FIG.

  As shown in the upper part of FIG. 4, when the position changes, for example, from R to D, the output of the NT sensor 62 is initially in the forward rotation direction, but after continuing to decrease the reverse rotation direction after exceeding 0 rpm, It reverses and exceeds 0 rpm again and rises in the forward direction.

  On the other hand, in the R position, the drive pulley 26a is driven in the reverse direction to the main shaft MS, so the output of the NDR sensor 64 is initially in the reverse rotation direction, but gradually goes to 0 rpm over time, and after that, Ascend direction.

  In this embodiment, since not only the rotation speed but also the rotation direction can be detected from the outputs of the NT sensor 62 and the NDR sensor 64, the input shaft rotation speed and output shaft rotation speed of the forward clutch 30a detected from them can be detected. Since it is determined that the forward clutch 30a is engaged at the time point t1 where the difference is the same (more precisely, less than a predetermined value) and the rotational directions coincide with each other, the determination can be made with high accuracy.

  In addition, even if the forward clutch 30a is engaged at the time t1, the traveling direction of the vehicle 14 is slightly delayed until it stops due to the inertia, and the switchback described above may occur. The engagement of the clutch 30a can be accurately determined. Therefore, by determining based on this, it is possible to accurately determine a belt transmission torque command value and the like as will be described later.

  Conversely, in the case of the NT-conventional rotation sensor or the NDR-conventional rotation sensor that cannot detect the rotation direction as shown in the drawing, it is erroneously determined that the forward clutch 30a is engaged at the time t2 when the rotation speeds coincide with each other in absolute values. However, such an inconvenience does not occur in this embodiment.

  Note that the example shown in FIG. 4 is a case in which the state changes from R to D, but the same applies to a case in which the state changes from D to R, and the same applies to a case in which the N position is shifted to D or R.

  Returning to the description of the flowchart of FIG. 2, the process proceeds to S14, where the state of the forward clutch 30a determined in the flowchart of FIG. 3 is determined. The command value is determined based on the clutch transmission torque, that is, the torque transmitted by the forward clutch 30a.

  FIG. 5 is a time chart showing the processing of FIG.

  The clutch transmission torque is determined by the hydraulic pressure command value supplied to the piston chamber of the forward clutch 30a, that is, the energization command value of the electromagnetic solenoid of the hydraulic mechanism. The clutch transmission torque is detected at the clutch engagement detection time as shown in FIG. Until t1, the operating oil is gradually supplied and slightly increased as shown in the figure.

  In S16, the clutch transmission torque is calculated based on the maximum value (fixed value) of the dynamic friction coefficient μ of the forward clutch 30a, more specifically, the clutch transmission torque calculated backward from the energization command value and the friction coefficient μ of the forward clutch 30a. Calculated from the maximum value of.

  That is, the belt transmission torque command value is determined so as to be able to transmit the torque obtained based on the maximum value of the clutch torque variation, and the slip of the belt 26c of the CVT 26 is effectively prevented.

  Next, in S18, the output torque of the engine 10 is reduced. That is, as shown in FIG. 5, when an accelerator-on operation is performed in which the accelerator opening AP increases rapidly, the target throttle opening TH is determined to be a low opening and the output torque of the engine 10 is reduced.

  Thus, when the in-gear from the N position or the switching between the R and D positions, even if the accelerator pedal is depressed so that the accelerator opening AP as shown in FIG. The target throttle opening TH is determined to be a low opening and limited, in other words, the increase in the throttle opening when the accelerator is on is reduced to improve the durability of the belt 26c of the CVT 26.

  Returning to the description of FIG. 2, when it is determined in S14 that the state of the forward clutch 30a is engaged, the process proceeds to S20, and the belt transmission torque command value is determined based on the transmission torque of the torque converter 24 or the output torque of the engine 10. To do.

  That is, a map set as appropriate is searched to calculate the transmission torque of the torque converter 24 from the engine speed NE and the rotation speed of the main shaft MS, and the output torque of the engine 10 from the engine speed NE and the intake pipe absolute pressure PBA. Is calculated.

  Subsequently, the torque ratio of the torque converter 24 (similarly, a map set appropriately from the engine speed NE and the rotation speed of the main shaft MS is calculated by calculating the transmission torque of the torque converter 24 and the output torque of the engine 10) ) Is multiplied by the product obtained by multiplication, and the belt transmission torque command value is determined so that it can be transmitted.

  Next, in S22, the reduction in the output torque of the engine 10 is released. That is, as shown in FIG. 5, the reduction in engine torque is canceled by determining that the target throttle opening TH gradually increases so that the forward clutch 30a does not slip.

  On the other hand, when it is determined in S10 that the position is P or N, the process proceeds to S24, the belt transmission torque command value is determined to be a predetermined value, the process proceeds to S26, and similarly to S22, the target throttle opening TH is appropriately determined and the engine is determined. Release the torque reduction.

  Although not shown, the shift controller 74 controls the operation of the CVT 26 and the like based on the command value determined in S16, S18 and the like, and controls the operation of the DBW mechanism 16 via the engine controller 60.

  As described above, in this embodiment, the engine (internal combustion engine) 10 is connected to the engine 10 via the forward clutch (clutch) 30a of the forward / reverse switching device 30, and the drive pulley 26a and the driven pulley. NT sensor (clutch input) for detecting the rotational speed and rotational direction of the input shaft of the forward clutch 30a in the control device (shift controller 74) of the vehicle 14 provided with a belt-type CVT (continuously variable transmission) 26 having 26b. Shaft rotational speed detecting means) 62, an NDR sensor (clutch output shaft rotational speed detecting means) 64 for detecting the rotational speed and rotational direction of the output shaft of the forward clutch 30a, and the detected rotational speed of the input shaft of the clutch. And clutch engagement determining means (S1) for determining that the clutch is engaged when the rotational speed of the output shaft matches with the rotational direction including the rotational direction. , S100 to S106) and at least one of determination of the belt transmission torque command value of the CVT (continuously variable transmission) 26 and reduction of the output torque of the engine 10 according to the determination result of the clutch engagement determination means. More specifically, since it is configured to include execution means (S14 to S22) for executing both, it is possible to accurately determine the engagement of the forward clutch 30a and to determine the belt transmission torque command value by determining it accordingly. Or the reduction of the output torque of the engine 10 can be appropriately executed.

  That is, when the belt transmission torque command value is determined, it can be determined so as to prevent the slip of the belt 26c of the CVT 26, and when the output torque of the engine 10 is reduced, for example, even when the accelerator pedal is depressed. It can be determined to improve the durability of the belt 26c.

  Further, the execution means is configured to provide the belt transmission torque command value based on the transmission torque of the forward clutch 30a when the hydraulic oil is supplied to the forward clutch 30a and it is not determined that the forward clutch 30a is engaged. Since the output torque of the engine 10 is reduced (S14 to S18), a belt transmission torque command value having a margin with respect to the clutch transmission torque can be determined, and the belt 26c of the CVT 26 can be determined. The slip of the belt 26c can be further improved by reducing the output torque of the engine 10.

  Further, since the execution means is configured to obtain the clutch transmission torque based on the maximum value of the friction coefficient of the forward clutch 30a (S16), even when there is a variation in the clutch transmission torque, the clutch transmission is performed at the maximum value. Since the torque is obtained and the belt transmission torque command value is determined based on the torque, the slip of the belt 26c of the CVT 26 can be further prevented and the durability of the belt 26c can be further improved.

  Further, when the CVT 26 is connected to the engine 10 via the torque converter 24 and the execution means determines that the hydraulic oil is supplied to the forward clutch 30a and the clutch is engaged. The belt transmission torque command value is determined based on at least one of the output torque of the engine 10 and the transmission torque of the torque converter 24, and the determination of the engine torque limit amount is stopped (S14, S20, Since it is configured as in S22), the necessary driving force can be ensured while preventing slippage of the belt 26c of the CVT 26 and improving durability.

  In addition, in the above, the structure of CVT26 or the forward / reverse switching apparatus 30 is an illustration, and this invention is not limited to it.

1 is a schematic diagram showing an overall control apparatus for a vehicle according to an embodiment of the present invention. It is a flowchart which shows operation | movement of the apparatus shown in FIG. FIG. 3 is a sub-routine flowchart showing clutch engagement determination in the flowchart of FIG. 2. It is a time chart explaining the process of FIG. It is a time chart explaining the process of FIG.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 Internal combustion engine (engine), 14 Vehicle, 16 DBW mechanism, 24 Torque converter, 26 Continuously variable transmission (CVT), 30 Forward / reverse switching device, 30a Forward clutch (clutch), 60 Engine controller, 62 NT sensor (clutch input) Shaft rotation speed detection means), 64 NDR sensor (clutch output shaft rotation speed detection means), 74 shift controller, W drive wheel (tire)

Claims (4)

In a vehicle control device comprising an internal combustion engine and a belt-type continuously variable transmission connected to the internal combustion engine via a clutch and having a drive pulley and a driven pulley,
a. Clutch input shaft rotational speed detection means for detecting the rotational speed and rotational direction of the input shaft of the clutch;
b. Clutch output shaft rotational speed detection means for detecting the rotational speed and rotational direction of the output shaft of the clutch;
c. Clutch engagement determining means for determining that the clutch is engaged when the detected rotational speed of the input shaft of the clutch and the rotational speed of the output shaft, including the rotational direction, coincide;
d. Execution means for executing at least one of determination of a belt transmission torque command value of the continuously variable transmission and reduction of output torque of the internal combustion engine according to a determination result of the clutch engagement determination means;
A vehicle control device comprising:   The execution means determines the belt transmission torque command value based on the transmission torque of the clutch when the hydraulic oil is supplied to the clutch and it is not determined that the clutch is engaged, and the internal combustion engine The vehicle control device according to claim 1, wherein the output torque of the vehicle is reduced.   3. The vehicle control apparatus according to claim 2, wherein the execution means obtains the transmission torque of the clutch based on a maximum value of a friction coefficient of the clutch.   The continuously variable transmission is connected to the internal combustion engine via a torque converter, and the execution means is in a state where hydraulic oil is supplied to the clutch and it is determined that the clutch is engaged, The belt transmission torque command value is determined based on at least one of an output torque of the internal combustion engine and a transmission torque of the torque converter, and reduction of the output torque of the internal combustion engine is canceled. The vehicle control device according to any one of 1 to 3.

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