DE102017009466B4 - CONTROL DEVICE AND CONTROL SYSTEM FOR A VEHICLE - Google Patents

Abstract

A control device for a vehicle, comprising: a torque converter (3) configured to transmit an output of a prime mover (2) to a transmission (4) by means of oil, and an auxiliary machine (6) configured to Using the output of the prime mover (2) as a drive source to be driven, the controller limiting driving of the auxiliary machine (6) when an occupant applies a brake, the torque converter (3) having a drive wheel (30) mounted on an output shaft (20) of the prime mover (2) is installed, and a turbine (31) installed on an input shaft (40) of the transmission (4), wherein rotation of the drive wheel (30) to the turbine (31) by means oil is transferred, and wherein the control device limits driving of the auxiliary machine (6) when a difference occurs between a rotational speed of the drive wheel (30) and a rotational speed of the turbine (31). tt.

Description

TECHNICAL AREA

The present invention relates to a control device and a control system for a vehicle.

BACKGROUND

A torque converter used in a vehicle transmits power from an engine to a transmission via oil. More specifically, the torque converter is configured to include an impeller installed on the output shaft of the prime mover and a turbine installed on the input shaft of the transmission. Rotation of the impeller is transmitted to the turbine via oil. As the turbine rotates, power from the prime mover is transmitted to the transmission and then to the wheels of the vehicle.

• Patentdokument 1: Japanische Patentanmeldung Publikationsnummer JP 2001 - 200 927 A
• Patentdokument 2: DE 60 2005 004 868 T2
• Patentdokument 3: DE 100 41 789 A1
• Patentdokument 4: DE 10 2014 000 508 A1
• Patentdokument 5: DE 103 16 100 A1

In addition, there is a torque converter that includes a lockup clutch mechanism that directly connects the engine side and the transmission side (see, for example, Patent Document 1). In Patent Document 1, power transmission between the prime mover and the transmission can be switched between a direct transmission and an indirect transmission using oil by operating or releasing the lockup clutch mechanism.

• Patent Document 1: Japanese Patent Application Publication No JP 2001 - 200 927 A
• Patent Document 2: DE 60 2005 004 868 T2
• Patent Document 3: DE 100 41 789 A1
• Patent Document 4: DE 10 2014 000 508 A1
• Patent Document 5: DE 103 16 100 A1

In a case where the lockup clutch mechanism is in a released state, since the impeller and the turbine are not directly connected as described above, the rotation of the impeller is transmitted to the turbine via oil. In this case, according to the rotational speed of the impeller or the turbine, a rotational speed difference may occur between the impeller and the turbine. In particular, when an occupant of the vehicle applies a brake, the rotational speed of the vehicle wheel side (transmission side), that is, the rotational speed of the turbine decreases, thereby increasing the rotational speed difference between the drive wheel and the turbine. As a result, vibration (or shock) may occur in the vehicle.

SUMMARY

It is therefore an object of the present invention to provide a control device and a control system for a vehicle which can suppress or prevent vibration of the vehicle attributable to a torque converter.

The object is solved by the control device according to independent patent claim 1 and by the control system according to independent patent claim 2 . An advantageous embodiment of the present invention can be found in the dependent claim 3.

According to the aspect of the embodiments of the present invention, the vibration of the vehicle attributable to the torque converter can be suppressed.

character list

• 1 eine Konzeptansicht, die die Gesamtkonfiguration eines Fahrzeugsteuersystems gemäß einer ersten Ausführungsform zeigt;
• 2A und 2B ein Zeitdiagramm einer Steuerung eines Antreibens eines Luftkompressors gemäß der ersten Ausführungsform,
• 3 ein Flussdiagramm einer Steuerung eines Antreibens des Luftkompressors gemäß der ersten Ausführungsform,
• 4A und 4B ein Zeitdiagramm einer Steuerung eines Antreibens eines Luftkompressors gemäß einer zweiten Ausführungsform, und
• 5 ein Flussdiagramm einer Steuerung eines Antreibens des Luftkompressors gemäß der zweiten Ausführungsform.

In the accompanying drawings is / are

• 1 12 is a conceptual view showing the overall configuration of a vehicle control system according to a first embodiment;
• 2A and 2 B 14 is a time chart of control of driving an air compressor according to the first embodiment.
• 3 a flowchart of a control of driving the air compressor according to the first embodiment,
• 4A and 4B 12 is a time chart of control of driving an air compressor according to a second embodiment, and
• 5 14 is a flowchart of control of driving the air compressor according to the second embodiment.

DETAILED DESCRIPTION OF EMBODIMENTS

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. In addition, in the following description, an example in which a vehicle control device and a vehicle control system according to the present invention are applied to an automobile will be described, but objects of the application are not limited thereto and can be changed. For example, the vehicle control device and vehicle control system according to the present invention can also be applied to other types of vehicles (e.g., motorcycles). Also included in the drawings for convenience some components are not shown in the description.

Regarding 1 Schematic configurations of a vehicle control device and a vehicle control system according to a first embodiment will be described. In 1 14 is a conceptual view showing the overall configuration of the vehicle control system according to the first embodiment. Also, in the first embodiment, it is assumed that a vehicle (e.g., an automobile) has a usual configuration, so it will not be described further.

As in 1 1, a vehicle control system 1 according to the first embodiment is configured to control driving of an auxiliary machine (an air compressor 6 in the first embodiment) in accordance with an operation of a brake by an occupant. More specifically, the vehicle control system 1 is configured to include an engine 2, a torque converter 3, a transmission 4, the air compressor 6 (an A/C compressor), an electronic control unit (ECU) 7, and so on.

The engine 2, which is an internal combustion engine, is configured as a gasoline engine, for example. However, the engine 2 is not limited to a gasoline engine and may be configured as any other type of engine such as a diesel engine.

The transmission 4 is configured as a multi-stage type automatic transmission, for example. However, the transmission 4 is not limited to the configuration described above and may be configured as any other type of transmission such as a continuously variable transmission (CVT) or a manual transmission.

The torque converter 3 is a type of fluid coupling for transmitting an output of the engine 2 to the transmission 4 via oil. More specifically, the torque converter 3 is configured to include an impeller 30 installed on an output shaft 20 of the engine 2 and a turbine 31 installed on an input shaft 40 of the transmission 4 . A rotation of the impeller 30 is transmitted to the turbine 31 via oil.

In addition, the torque converter 3 has a lockup clutch mechanism 32 capable of switching connection between the output shaft 20 of the engine 2 and the input shaft 40 of the transmission 4 . While the lockup clutch mechanism 32 is in operation, the output shaft 20 of the prime mover 2 and the input shaft 40 of the transmission 4 are directly connected. Meanwhile, when the lock-up clutch mechanism 32 is released, the connection between the output shaft 20 of the prime mover 2 and the input shaft 40 of the transmission 4 is released. In this case, as described above, rotation of the impeller 30 is transmitted to the turbine 31 via oil.

On the output shaft 20 of the prime mover 2, a power unit rotation speed detecting means 21 for detecting the rotation speed of the output shaft 20 (the rotation speed of the drive wheel 30) is installed. Also, on the input shaft 40 of the transmission 4, a driven unit rotation speed detecting means 41 for detecting the rotation speed of the input shaft 40 (the rotation speed of the turbine 31) is installed. Detection values of the drive unit rotation speed detection means 21 and the driven unit rotation speed detection means 41 are input to the ECU 7 . The ECU 7 calculates a rotation speed ratio from the detection values of the drive unit rotation speed detection means 21 and the driven unit rotation speed detection means 41, as will be described in detail below.

A braking system 5 is configured to decelerate or reduce the vehicle's speed in response to an occupant's braking operation. More specifically, the braking system is configured to include a braking device (e.g., a disc brake or a drum brake) and a brake pedal (all of which are not shown in the drawings). Between the braking device and the brake pedal, a master cylinder is connected through a brake hose (all of which are not shown in the drawings). When an occupant operates the brake pedal, hydraulic pressure is generated by the master cylinder, and the generated hydraulic pressure is transmitted to the brake device through the brake hose. As a result, the braking device operates with the vehicle wheels (not shown in the drawings) being braked.

The air compressor 6, which is the auxiliary machine, functions as a component of an air conditioner of the vehicle and is driven using the output of the engine 2 as a driving source. In the first embodiment, the air compressor 6 is described as an example of the auxiliary machine, the present ing invention is not limited to this configuration. The auxiliary machine may be configured, for example, as an alternator that is driven using the output of the engine 2 as a drive source.

The ECU 7 is for general control of various components in the vehicle, and is provided with a processor for executing various processes in the vehicle, a memory, and so on. The memory may be provided with a storage medium such as read only memory (ROM), random access memory (RAM), or the like according to its intended use. The memory holds control programs for controlling individual units in the vehicle and so on. The ECU 7 holds various predetermined values to be used for controlling driving of the air compressor 6 as will be described in detail below.

The ECU 7 controls an operation of the engine 2, the torque converter 3, the transmission 4, the brake system 5, the air compressor 6 and so on as described above. Specifically, the ECU 7 has an air conditioner stop determining means 70 (an A/C determining means) for determining driving or stopping of the air compressor 6.

The air conditioner stop determining means 70 determines whether to drive or stop the air compressor 6 based on the stage of the gear, the speed of the vehicle, a brake switch, the main pressure of the brake, the rotational speed ratio between the drive wheel 30 and the turbine 31, and the like. The ECU 7 controls driving of the air compressor 6 based on the determination result of the air conditioner stop determination means 70, as will be described in detail below.

Meanwhile, in the torque converter having the lockup clutch mechanism, the prime mover and the transmission are directly connected when the lockup clutch mechanism is operated under a predetermined condition. Therefore, a reduction in power transmission efficiency into the torque converter due to fluid slip can be prevented.

However, it is assumed that vibration of the prime mover is directly transmitted to the transmission since the prime mover and the transmission are directly connected. In addition, there is a fear that in a case where the air compressor is operated using power of the prime mover, since the driving force (rotational speed) of the prime mover is large, the vibration becomes larger.

Meanwhile, the rotation speed of the turbine decreases in proportion to the rotation speed of the drive wheel in a case where the lock-up clutch mechanism has been released, thereby releasing the direct connection between the prime mover and the transmission when the vehicle is decelerated according to a brake operation. Therefore, the rotational speed difference between the impeller and the turbine increases. Therefore, it is feared that the vibration (shock) other than vibration confined to the prime mover or vibration caused by the prime mover alone will occur.

For this reason, the inventor of this application made the present invention with a focus on the running state of the auxiliary machine (the air compressor) using an output of the prime mover as a driving source and the operating state of the lockup clutch mechanism. In other words, the gist of the present invention is that driving of the auxiliary machine is restricted when an occupant operates the brake. According to this configuration, in a case where the vehicle is decelerated in accordance with a passenger's brake operation, driving of the auxiliary machine is stopped. Therefore, the driving force (load) of the engine 2 can be reduced, and vibration of the vehicle can be prevented therefrom due to transmission of the driving force of the engine 2 to the torque converter 3.

Also, the inventor of this application has found the correlation of the load of the torque converter 3 with the ratio of the rotational speed of the impeller 30 and the rotational speed of the turbine 31 (or the rotational speed difference). More specifically, in a case where the lock-up clutch mechanism 32 is in the released state when the vehicle is decelerated, a difference between the rotation speed of the driving wheel 30 and the rotation speed of the turbine 31 occurs. When a rotational speed difference occurs between the impeller 30 and the turbine 31, the ECU 7 limits driving of the air compressor 6. In this case, even if the load of the torque converter 3 occurs in response to occurrence of the rotational speed difference described above, the driving force (the Load) of the prime mover 2 can be reduced because driving the air compressor 6 is limited. therefore can Vibration of the vehicle attributable to the torque converter 3 can be prevented.

Now, control of driving the auxiliary machine according to the first embodiment will be explained with reference to FIG 2A and 2 B described. 2A and 2 B 12 are timing charts of control of driving the air compressor according to the first embodiment. More precisely is 2A a timing diagram showing various parameters of the vehicle, and 2 B 12 is a timing chart showing the driving state of the air compressor. In addition, correspond (agree with each other) in 2A and 2 B Time axes (transverse axes) to each other. Regarding 2A and 2 B describes control of the air compressor when the vehicle is decelerating in response to a brake application by an occupant. Likewise in 2A and 2 B assume that the lockup clutch mechanism is in the released state.

2A shows variations of 8 parameters over time. More specifically, L1 represents the ON/OFF state of the brake switch, and L2 represents the rotation speed of the prime mover, L3 represents a target rotation speed, L4 represents the rotation speed of the turbine, L5 represents the speed of the vehicle, L6 represents the rotation speed ratio, L7 represents the load of the Torque converter 3 (see 1 ) and L8 represents the load of the prime mover. The load of the prime mover can be obtained from the volume of intake air of the prime mover, for example. Here, the rotation speed ratio represents the ratio of the rotation speed of the prime mover (the rotation speed of the impeller) and the rotation speed of the turbine, more specifically, the ratio of the rotation speed of the turbine to the rotation speed of the prime mover. Specifically, L8A represents the load of the prime mover in a case where the air conditioner (the air compressor 6 (see Fig 1 )) is in an OFF state, and L8B represents the load of the prime mover in a case where the air compressor is not in the OFF state. Also represented in 2B L9 the driving state (ON/OFF state) of the air conditioner (the air compressor 6).

For example, consider a case where an occupant operates the brake between time T1 and time T4. As in 2A 1, when the brake switch is turned on at time T1, after a predetermined time, that is, at time T2, the brake device actually operates. As shown at L5 from time T2, since the braking device operates, the speed of the vehicle gradually decreases, and at time T3, the speed of the vehicle becomes zero, that is, the vehicle stops.

As shown at L2 and L4, from time T2, as the speed of the vehicle decreases, the rotation speed of the turbine decreases in proportion to the rotation speed of the prime mover. In other words, a difference occurs between the rotation speed of the turbine and the rotation speed of the prime mover (the rotation speed of the impeller). In this case, as shown at L7, the load of the torque converter 3 starts increasing from time T2.

In the first embodiment, at time T2 when the brake starts to operate, control is performed so that driving of the air compressor 6 is stopped. Therefore, as shown at L8A, the load of the prime mover is maintained at a constant value without increasing, and the rotational speed of the prime mover shown at L2 decreases to around L3, which is the target rotational speed.

Meanwhile, in a case where driving of the air compressor 6 is not stopped at time T2, as shown at L8B, the load of the prime mover increases from time T2. The reason is that the ECU 7 increases the driving force of the engine 2 to secure the driving force of the air compressor 6 from the driving force of the engine 2 . Therefore, compared to the case where driving of the air compressor 6 is in the stopped state, vibration of the engine 2 becomes larger.

In contrast, in the first embodiment, as described above, at time T2, when a rotational speed difference occurs between the drive wheel 30 and the turbine 31 due to vehicle deceleration, thereby increasing the load on the torque converter 3, the air compressor is driven 6 stopped. In this way, an increase in the rotational speed of the prime mover, that is, an increase in the load on the prime mover can be suppressed. Therefore, even if the load of the torque converter 3 decreases according to the deceleration of the vehicle, the load of the prime mover is prevented from increasing in proportion to the increase in the load of the torque converter. Therefore, vibration of the vehicle can be prevented or suppressed.

Now, a flow of control of driving the air compressor (an air conditioner stop determination process) according to the first embodiment will be described with reference to FIG 3 described. 3 14 is a flowchart of control of driving the air compressor according to the first embodiment. In each of the following processes, the ECU 7 (the air conditioner stop determining means 70) is the unit that makes a determination unless otherwise specified. In addition, it is assumed that the air compressor is driven during starting of control.

like it in 3 1, when the control is started in STEP ST101, it is determined whether the lock-up clutch mechanism 32 has been released and the vehicle is decelerating. The ECU 7 can determine the operational state of the lockup clutch mechanism 32 . The ECU 7 can determine whether the vehicle is decelerating based on outputs from a vehicle speed sensor and the like installed on the vehicle wheel side.

In a case where the lockup clutch mechanism 32 has been released and the vehicle is decelerating ("Yes" in STEP ST101), the flow advances to the process of ST102. Meanwhile, the control ends in a case where the lock-up clutch mechanism 32 has been released but the vehicle is not decelerating ("NO" in STEP ST101) while driving the air compressor 6 is kept.

In STEP ST102, it is determined whether an occupant has operated the brake. The ECU 7 can determine whether the brake has been operated (for example, at time T1 of 2A) .

In a case where the brake has been operated ("YES" in STEP ST102), the air compressor 6 is stopped in STEP ST103 and the control ends. Meanwhile, in a case where the brake has not been operated ("NO" in STEP ST102) while driving the air compressor 6 is kept, the control ends.

However, STEP ST102 is not limited to the case of determining whether the brake has been operated based on the ON/OFF state of the brake switch, and may be changed appropriately. For example, it may be determined whether the braking device actually started operation and the brake started to work (for example, at time T2 of 2A and 2 B) . In this case, the ECU 7 can determine whether the brake has started to operate based on whether the brake master pressure has exceeded a predetermined limit value.

As described above, in the first embodiment, the ON/OFF state of the air compressor 6 is controlled based on whether the brake has been operated in view of the operating situation of the lockup clutch mechanism in a case where the vehicle is being braked. For example, when the brake has been operated, it can be predicted that decelerating the vehicle will cause a rotational speed difference between the drive wheel 30 and the turbine 31 and the load on the torque converter 3 will increase. In this case, since driving of the air compressor 6 is stopped, an increase in the load of the engine can be suppressed. Meanwhile, when the brake has not been operated, it can be predicted that no braking of the vehicle will cause a rotational speed difference between the driving wheel 30 and the turbine 31 and the load of the torque converter 3 will be too small to affect vibration.

In this case, where the load of the torque converter 3 is predicted based on whether the brake has been operated, and considering that there is a possibility that the corresponding load will affect vibration, the air compressor 6 is stopped, where an increase in the load of the prime mover can be prevented. Therefore, vibration of the vehicle attributable to the torque converter 3 can be prevented.

Now is related to 4A , 4B and 5 a second embodiment will be described. 4A and 4B 12 are timing charts of control of driving the air compressor according to the second embodiment. 5 14 is a flowchart of control of driving the air compressor according to the second embodiment.

In the first embodiment, a case of stopping the air compressor when the brake is applied or when the brake starts to work has been described. In the second embodiment, a case of controlling driving of the air compressor based not only on whether the brake has been operated and whether the brake has started working but also on the basis of the rotational speed ratio between the driving wheel and the turbine will be described. In addition, in the second embodiment, the configuration of a control system is identical to that of the first embodiment, so it will not be described.

As in 4A and 4B 1, in the second embodiment, the brake starts to operate from time T2, and at time T5 when the rotation speed ratio becomes equal to or greater than a predetermined value (time when the difference between the rotation speed of the prime mover and the rotation speed of the turbine becomes equal to or larger than a predetermined difference), driving of the air compressor 6 is stopped. Then, after a predetermined time, for example, at time T3 when the speed of the vehicle becomes zero, driving of the air compressor 6 is restarted. In this case, only when it is predicted for a period that the load of the torque converter 3 will increase, the air compressor 6 is stopped in the period. Therefore, an air conditioner holding period can be reduced to a required minimum. However, the timing at which the air compressor 6 starts to be driven again is not limited to the timing T3 and can be changed appropriately.

More specifically, in a period from time T2 to time T5, as shown at L8A, as the vehicle decelerates, the load on the engine gradually increases. Also, in a period from time T5 to time T3, since driving of the air compressor 6 is stopped, the load of the prime mover decreases. From time T3 when the vehicle stops, driving of the air compressor 6 is restarted, whereby the load of the prime mover increases slightly.

Meanwhile, in a case where driving of the air compressor 6 is not in a stopped state in the period from time T5 to time T3, similar to 2A and 2 B , the engine load shown at L8B further increases from L8A and then decreases to a predetermined value. Therefore, it is feared that vibration of the prime mover 2 will be larger and exert a larger influence on the vehicle vibration.

In contrast, in the second embodiment, as described above, only when it is predicted for a period that the load of the torque converter 3 will increase, the air compressor 6 is stopped in the period. Therefore, the load of the engine can be reduced efficiently and vibration of the vehicle can be prevented while reducing an air conditioner stop period to a required minimum.

A specific flow of control is described with reference to FIG 5 described. Also, STEP ST201, STEP ST202, and STEP ST204 of FIG 5 to STEP ST101, STEP ST102 and STEP ST103, respectively, and will not be described further here.

As in 5 shown, in a case where the brake has been applied ("YES" in STEP ST202), the flow advances to the process of STEP ST203. In STEP ST203, it is determined whether or not the rotation speed ratio (the ratio of the rotation speed of the turbine to the rotation speed of the prime mover (the rotation speed of the drive wheel)) is equal to or greater than a predetermined value. More specifically, the ECU 7 calculates the rotation speed ratio from the detected values of the drive unit rotation speed detector 21 and driven unit rotation speed detector 41. Then the CPU 7 (corrected: ECU 7) compares the corresponding rotation speed ratio with the previously stored value.

In a case where the rotation speed ratio is equal to or greater than the predetermined value ("YES" in STEP ST203), the air compressor 6 is stopped in STEP ST204. Then the control ends. Meanwhile, in a case where the rotation speed ratio is smaller than the predetermined value ("NO" in STEP ST203), the control ends while driving the air compressor 6 is kept.

As described above, in the second embodiment, in view of the operational situation of the lockup clutch mechanism, in a case where the vehicle is being braked, the ON/OFF state of the air compressor 6 is not only based on whether the brake is operated has been controlled, but also based on the rotational speed ratio between the impeller and the turbine. As described above, the rotation speed ratio has the correlation with the load of the torque converter 3.

For example, when the rotation speed ratio is equal to or greater than the predetermined value, it can be predicted that the load on the torque converter 3 will increase. In this case, driving of the air compressor is stopped, whereby an increase in the load of the engine can be suppressed. Meanwhile, when the rotation speed ratio is smaller than the predetermined value, it can be predicted that the load of the torque converter 3 will be too small to affect vibration.

As described above, even in the second embodiment, in a case where the load of the torque converter 3 is predicted from the rotation speed ratio and it is considered that the corresponding load may affect vibration, the air compressor 6 is stopped with a Increase in the load of the prime mover can be prevented. Therefore, vibration of the vehicle attributable to the torque converter 3 can be prevented.

Regarding the sizes, formulas and the like of individual components of the embodiments illustrated in the accompanying drawings, the present invention is not limited thereto and can be modified appropriately as long as the modifications exhibit the effects of the present invention. In addition, the present invention can be appropriately modified and implemented without departing from the scope of the object of the present invention.

For example, in the above-described embodiments, driving of the air compressor 6 is limited based on the ON/OFF state of the air compressor 6. However, the present invention is not limited to this configuration. For example, the driving force of the air compressor 6 can be controlled so that the driving force changes stepwise.

In addition, in the above-described embodiments, in order to determine whether a difference has occurred between the rotational speed of the impeller 30 and the rotational speed of the turbine 31, the rotational speed ratio is used. However, the present invention is not limited to this case. For example, the rotational speed difference between the impeller 30 and the turbine 31 can be used.

The present invention has an effect that vibration of the vehicle attributable to the torque converter can be prevented, and is useful in vehicle control devices and vehicle control systems, for example.

Claims (3)

A control device for a vehicle, comprising: a torque converter (3) configured to transmit an output of a prime mover (2) to a transmission (4) via oil, and an auxiliary machine (6) configured to be driven using the output of the prime mover (2) as a driving source, wherein the control device limits driving of the auxiliary machine (6) when an occupant applies a brake, wherein the torque converter (3) comprises an impeller (30) installed on an output shaft (20) of the prime mover (2) and a turbine (31) installed on an input shaft (40) of the transmission (4). , wherein rotation of the drive wheel (30) is transmitted to the turbine (31) by means of oil, and wherein the control device limits driving of the auxiliary machine (6) when a difference occurs between a rotation speed of the drive wheel (30) and a rotation speed of the turbine (31). A control system of a vehicle, comprising: a torque converter (3) configured to transmit an output of a prime mover (2) to a transmission (4) via oil, an auxiliary machine (6) configured to be driven using the output of the prime mover (2) as a driving source, and a control device configured to control the driving of the auxiliary machine (6), wherein the control device limits driving of the auxiliary machine (6) when an occupant applies a brake, wherein the torque converter (3) comprises an impeller (30) installed on an output shaft (20) of the prime mover (2) and a turbine (31) installed on an input shaft (40) of the transmission (4). , wherein rotation of the drive wheel (30) is transmitted to the turbine (31) by means of oil, and wherein the control device limits driving of the auxiliary machine (6) when a difference occurs between a rotation speed of the drive wheel (30) and a rotation speed of the turbine (31). The control device according to claim 1 , wherein the torque converter (3) further comprises a lockup clutch mechanism (32) capable of switching a connection between the output shaft (20) of the prime mover (2) and the input shaft (40) of the transmission (4), and wherein the Control device limits the driving of the auxiliary machine (6) in a case where the lockup clutch mechanism (32) is in a released state.

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