JP2011033095A - Starting clutch control device for idle stop vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a starting clutch control device for an idle stop vehicle capable of reducing in-gear inrush shock during starting from the idle stop condition. <P>SOLUTION: When an engaging command of a starting clutch is issued during restarting from the engine automatic stop state, engaging control of the starting clutch is performed in the following order; initial pressure control, in-gear inrush control, and pressure rise control. A hydraulic pressure in in-gear inrush control is controlled to be higher than an initial pressure and lower than a hydraulic pressure of pressure rise control, and in-gear inrush control is performed until completion of backlash elimination of a driving system including a transmission device on the downstream side of the starting clutch. Therefore, the in-gear inrush shock in completion of backlash elimination of the driving system can be reduced. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a starting clutch control device for an idle stop vehicle, and more particularly to a starting clutch control device when starting from an idle stop state.

  2. Description of the Related Art Conventionally, an idle stop vehicle is known in which an engine is automatically stopped when the vehicle is stopped to suppress wasteful fuel consumption and emission of exhaust gas while the vehicle is stopped. Engine stop conditions in such an idle stop vehicle include vehicle stop and brake ON, and engine restart conditions include brake OFF and accelerator pedal depression.

  In the idle stop vehicle as described above, an oil pump driven by an engine, a transmission having an output shaft connected to a drive wheel, a starting clutch provided between the engine and the transmission, and an oil pump are generated. There is a vehicle including a hydraulic control device that performs shift control of a transmission and engagement control of a start clutch based on the hydraulic pressure to be transmitted. In such a vehicle, the oil pump is also stopped at the time of idling stop. Therefore, at the time of idling stop, the hydraulic pressure supplied to the transmission and the starting clutch is lost, and the drive system is in an out-gear state (a state where no power is transmitted). If the start clutch is engaged early in order to start from such an idle stop state, there is a problem that a torque is suddenly transmitted to the output shaft and a shock occurs.

  FIG. 6 shows an example of start clutch engagement control (for example, during N → D shift) in a non-idle stop vehicle. FIG. 6 shows changes over time in the hydraulic pressure of the starting clutch, the command current of the linear solenoid valve, the output shaft torque, the engine speed, and the turbine speed. The clutch hydraulic pressure is regulated to a hydraulic pressure substantially proportional to the command current to the linear solenoid valve. When the N → D shift is performed at time t1, the initial pressure is supplied. The initial pressure is a hydraulic pressure for setting the starting clutch to a state just before starting the engagement in order to eliminate the invalid stroke of the piston and make the clutch hydraulic pressure follow the command current to the solenoid valve. Set to hydraulic pressure to The actual initial pressure rises slightly later than the indicated current. An out-of-synchronization is detected at time t2 when the turbine rotational speed starts to deviate from the engine rotational speed, and pressure increase control (sweep control) is started at a constant time gradient from the initial pressure. Along with the pressure increase control, the output shaft torque gradually increases, and the turbine rotational speed decreases. At time t3, the turbine rotational speed becomes substantially zero (synchronous detection), and after the output shaft torque has been reduced to the creep force equivalent, the starting clutch is completely engaged. In this way, shock during clutch synchronization can be reduced.

  On the other hand, in the case of an idling stop vehicle, the starting clutch is disengaged during idling stop, and the torsional torque of the driving system (including the transmission) downstream from the starting clutch is released. Has occurred. Therefore, if the start clutch is engaged by the aforementioned engagement control at the same time as idling stop return (engine restart), step-like input torque is generated in the drive system at the same time as the padding is completed, and unpleasant shock accompanied by vibration. There is a problem that occurs.

  FIG. 7 shows engagement control of the starting clutch at the time of idling stop return (engine restart) in the idling stop vehicle. When the idle stop is restored at time t4, the engine speed starts increasing and the initial pressure is supplied to the starting clutch. However, even if the command current corresponding to the initial pressure is supplied to the solenoid valve, the oil pump hydraulic pressure does not rise at the initial stage of engine restart, and therefore the clutch hydraulic pressure rises later than in FIG. At this point, almost no torque is transmitted to the drive system. The end of the supply of the initial pressure may be detected out of synchronization as in FIG. 6, but may be a predetermined period regardless of out of synchronization. When the supply of the initial pressure is completed at time t5, the pressure increase control is started. However, the output shaft torque does not increase immediately due to the backlash of the drive system, and a delay corresponding to the backpacking time ΔT occurs. When the padding ends at time t6, step-like input torque is transmitted to the output shaft, and an unpleasant shock occurs. Eventually, at time t7, the turbine rotational speed becomes almost zero (synchronized state), and the output shaft torque decreases to the creep force equivalent.

  Japanese Patent Laid-Open No. 2004-228688 detects the in-gear state of the power transmission mechanism (the state in which power can be transmitted) at the start after the idle stop is released based on the rotational speed of the drive pulley of the continuously variable transmission, and sets the control mode of the start clutch There is disclosed a standby mode in which the engaging force of the starting clutch is kept below the creep force of the vehicle before the state detection, and a traveling mode in which the engaging force of the starting clutch is raised above the creep force after the in-gear state is detected.

  In the case of the vehicle described in Patent Document 1, a forward / reverse switching device (including a clutch) is provided on the upstream (engine) side of the continuously variable transmission, and a starting clutch is provided on the downstream side. The rotational speed of the drive pulley can be used for (the clutch engagement point of the forward / reverse switching device), but in the case of a vehicle that does not have a start clutch downstream from the continuously variable transmission, the drive pulley The amount of rotation is very small, and in-gear detection is difficult. In addition, the shock at the moment when the gear shifts from the out-gear state to the in-gear state is absorbed by making the engaging force of the starting clutch below the creep force, and in the case of a vehicle that does not have a starting clutch downstream from the continuously variable transmission. The shock cannot be resolved.

JP 2001-90755 A

  An object of the present invention is to provide a start clutch control device for an idle stop vehicle that can reduce an in-gear inrush shock when a stop clutch is returned (engine restart) in a vehicle having a start clutch upstream of a continuously variable transmission. It is in.

  To achieve the above object, the present invention provides an engine that is automatically stopped when a predetermined condition is satisfied, an oil pump that is driven by the engine, a transmission that has an output shaft connected to driving wheels, and the engine. A transmission clutch provided between the transmission and the transmission, and a hydraulic control device that performs a shift control of the transmission and an engagement control of the startup clutch based on a hydraulic pressure generated by the oil pump. In an idle stop vehicle, when the engine is restarted from an automatic stop state, an initial pressure control that supplies an initial pressure for bringing the start clutch into an engagement control state immediately before starting the engagement of the start clutch; Control means for performing inrush control and pressure increase control for increasing the oil pressure with a predetermined time gradient, and the oil pressure in the in-gear inrush control is The in-gear inrush control is performed until the drive system including the transmission on the downstream side of the starting clutch is completed. A starting clutch control device for an idle stop vehicle is provided.

  In the present invention, the clutch hydraulic pressure is controlled to be higher than the initial pressure and lower than the pressure increase control until the backlash of the drive system is completed at the time of idling stop return. In other words, the transmission torque of the starting clutch is gradually increased from a low state during the gearing period of the drive system. Therefore, the step-like input torque generated at the completion of padding can be suppressed to a low level, and an unpleasant in-gear inrush shock accompanied by vibration can be reduced.

  The in-gear rush control period may be set to a period slightly longer than a predetermined stuffing period, or the end of stuffing may be detected by the sensor and the in-gear rush control may be performed until the detection. . As a method for detecting the end of rattling, for example, the moment when the turbine rotational speed starts to decrease may be detected by a rotation sensor, or the moment when the output shaft torque starts to increase may be detected by a torque sensor or the like. The hydraulic pressure in the in-gear entry control may be a constant pressure that is slightly higher than the initial pressure, or may be increased from the initial pressure with a predetermined time gradient.

  The in-gear entry control may increase the hydraulic pressure with a time gradient smaller than the hydraulic pressure time gradient in the boost control. In this case, the clutch hydraulic pressure gradually increases even during the in-gear entry control, so that the backpacking time can be shortened and the shock can be reduced when the backpacking is finished in the middle of the rise.

  The hydraulic oil temperature detection means in the hydraulic control device may be provided, and the in-gear rush control period may be set longer with a decrease in hydraulic oil temperature. When the hydraulic oil temperature is low, the stuffing time tends to be longer due to the viscous resistance of the oil. Therefore, by setting the in-gear inrush control period longer with the lowering of the hydraulic oil temperature, it is possible to suppress the occurrence of shock even in the cold state where the backpacking period is long.

  The initial pressure control is control for bringing the starting clutch into a state immediately before the start of engagement, and it is not necessary to maintain a constant initial pressure from the start of supply of hydraulic pressure to the end of supply. In actual initial pressure control, precharge hydraulic pressure that is higher than the initial pressure for a short time at the start of supply (actually, hydraulic pressure is generated) in order to accelerate the filling of the hydraulic oil into the piston chamber and shorten the elimination time of the invalid stroke. In this case, since the precharge oil pressure is not the initial pressure in the present invention, the in-gear inrush control oil pressure (actually the instruction current) may be supplied. May be lower than the precharge hydraulic pressure.

  The transmission may be a stepped transmission (AT) in which a plurality of friction engagement elements and a planetary gear device are combined, or a belt type continuously variable transmission (CVT). The drive system at AT is only for the gear tooth gap, but the backlash of the belt-type continuously variable transmission (especially one using a compression drive type V-belt) is slidable in the tension band. Since it includes gaps between a plurality of blocks supported by, it is much larger than AT. Therefore, the in-gear rush shock at the time of idling stop return is large, and the starting clutch control of the present invention is effective.

  As described above, according to the present invention, when starting from the idling stop state, the hydraulic pressure of the starting clutch is controlled to an intermediate pressure that is higher than the initial pressure and lower than the boost control until the drive train is completely packed. As a result, the step-like input torque generated upon completion of backpacking can be kept low, and unpleasant in-gear inrush shock accompanied by vibration can be reduced.

It is a skeleton figure which shows the structure of the speed change mechanism which has the starting clutch which concerns on this invention. It is a time chart figure of an example of starting clutch control at the time of engine restart concerning the present invention. It is a time chart figure of two examples of starting clutch control. It is a figure which shows the relationship between the in-gear rush control period and oil temperature which concern on this invention. It is a flowchart figure of an example of the starting clutch control which concerns on this invention. It is a time chart figure of an example of starting clutch control at the time of the conventional N-> D change. It is a time chart figure of an example of starting clutch control at the time of the conventional idle stop cancellation.

  FIG. 1 shows an example of the configuration of an idle stop vehicle according to the present invention. An output shaft 1 a of the engine 1 is connected to a drive shaft (output shaft) 32 via a continuously variable transmission 2. The continuously variable transmission 2 is provided with a torque converter 3, a transmission 4, a hydraulic control device 5, an oil pump 6 driven by the engine 1, and the like.

  The continuously variable transmission 2 includes a forward / reverse switching device 8 that switches the rotation of the turbine shaft 7 of the torque converter 3 between forward and reverse and transmits it to the primary shaft 10, a primary pulley 11, a secondary pulley 21, and a V that is wound between both pulleys. The transmission 4 includes a belt 15, a differential device 30 that transmits the power of the secondary shaft 20 to the drive shaft 32, and the like. The turbine shaft 7 and the primary shaft 10 are arranged on the same axis, and the secondary shaft 20 and the drive shaft 32 are arranged parallel to the turbine shaft 7 and non-coaxially. Therefore, the continuously variable transmission 2 has a three-axis configuration as a whole. The V belt 15 used here is, for example, a known compression drive type metal belt composed of an endless tension band and a number of blocks slidably supported by the tension band.

  The forward / reverse switching device 8 includes a planetary gear mechanism 80, a reverse brake 85, and a direct coupling clutch 86, and the reverse brake 85 corresponds to the starting clutch in the present invention. The reverse brake 85 and the direct coupling clutch 86 are wet multi-plate brakes and clutches, respectively. A sun gear 81 of the planetary gear mechanism 80 is connected to the turbine shaft 7 as an input member, and a ring gear 82 is connected to the primary shaft 10 as an output member. The planetary gear mechanism 80 is a single pinion system, the reverse brake 85 is provided between the carrier 84 supporting the pinion gear 83 and the transmission case, and the direct coupling clutch 86 is provided between the carrier 84 and the sun gear 81. When the direct coupling clutch 86 is released and the reverse brake 85 is engaged, the rotation of the turbine shaft 7 is reversed, decelerated, and transmitted to the primary shaft 10. Then, the drive shaft 32 rotates in the same direction as the engine rotation direction via the secondary shaft 20, so that the vehicle travels forward. Conversely, when the reverse brake 85 is released and the direct coupling clutch 86 is engaged, the carrier 84 and the sun gear 81 rotate together, so that the turbine shaft 7 and the primary shaft 10 are directly coupled. Then, since the drive shaft 32 rotates in the direction opposite to the engine rotation direction via the secondary shaft 20, a reverse traveling state is set.

  The primary pulley 11 of the transmission 4 includes a fixed sheave 11a that is integrally fixed on the primary shaft 10, and a movable sheave 11b that is supported on the primary shaft 10 so as to be axially movable and integrally rotatable. Yes. A cylinder 12 fixed to the primary shaft 10 is provided behind the movable sheave 11 b, and an oil chamber 13 is formed between the movable sheave 11 b and the cylinder 12. Shift control is performed by controlling the amount of oil supplied to the oil chamber 13.

  The secondary pulley 21 includes a fixed sheave 21a that is integrally fixed on the secondary shaft 20, and a movable sheave 21b that is supported on the secondary shaft 20 so as to be axially movable and integrally rotatable. A piston 22 fixed to the secondary shaft 20 is provided behind the movable sheave 21 b, and an oil chamber 23 is formed between the movable sheave 21 b and the piston 22. By controlling the hydraulic pressure supplied to the oil chamber 23, a clamping pressure necessary for torque transmission is applied. The oil chamber 23 may be provided with a bias spring that applies an initial clamping pressure.

  One end portion of the secondary shaft 20 extends toward the engine side, and the output gear 27 is fixed to this end portion. The output gear 27 meshes with the ring gear 31 of the differential device 30, and power is transmitted from the differential device 30 to the drive shaft 32 extending left and right to drive the wheels.

  The engine 1 and the continuously variable transmission 2 are controlled by the electronic control unit 100. The electronic control unit 100 includes engine speed, vehicle speed (or secondary pulley speed), throttle opening (or accelerator opening), shift position, primary pulley speed (or turbine speed), brake signal, and CVT operation. Signals are input from sensors 101 to 107 that detect oil temperature and the like. In addition, a road surface inclination angle, an idle signal, a start signal, an engine water temperature, an intake air amount, an air conditioner signal, an ignition signal, and the like may be input as input signals. For the sake of simplicity, FIG. 1 shows an example in which both the engine 1 and the continuously variable transmission 2 are controlled by a single electronic control unit 100, but in actuality, control is performed by individual electronic control units. Both electronic control units are linked to each other by a communication bus.

  The electronic control unit 100 performs idle stop control that stops the engine 1 (idle stop) when the vehicle is stopped and a predetermined condition is satisfied, and restarts the engine 1 when the predetermined condition is not satisfied. To do. As a condition for permitting the idle stop, for example, there is a brake ON (depressing the brake pedal). However, idling stop is not permitted when the engine water temperature is low, the electric load is large, or the accelerator pedal is depressed. On the other hand, idle stop release (engine restart) conditions include, for example, brake OFF, accelerator pedal depression, and input of a vehicle speed signal. Since the idle stop permission condition and the release condition are known, detailed description thereof is omitted here.

  The electronic control device 100 controls a plurality of solenoid valves 5 a to 5 c built in the hydraulic control device 5. The hydraulic control device 5 is connected to the oil pump 6, the oil chamber 13 of the primary pulley 11, the oil chamber 23 of the secondary pulley 21, the reverse brake 85, and the direct coupling clutch 86 via pipes 51 to 55, respectively. The electronic control unit 100 determines the target primary rotational speed according to a shift map set in advance according to the vehicle speed and the throttle opening, and controls the solenoid valve 5a in the hydraulic control unit 5 to thereby control the continuously variable transmission 2. The amount of oil supplied to the oil chamber 13 of the primary pulley 11 is controlled, and the primary rotational speed is controlled to the target value. Further, the supply pressure of the oil chamber 23 of the secondary pulley 21 is controlled according to the input torque by the solenoid valve 5b of the hydraulic control device 5, thereby adjusting the belt clamping pressure so that belt slip does not occur. Furthermore, the hydraulic control device 5 has a solenoid valve 5c that controls the hydraulic pressure supplied to the reverse brake 85 and the direct coupling clutch 86. For this control, the reverse brake (starting clutch) 85 from an idle stop state to be described later is used. Engagement control is also included.

  The hydraulic circuit of the reverse brake 85 is known, for example, from Japanese Patent Application Laid-Open No. 2007-205501, and detailed description thereof is omitted here. In short, as long as the hydraulic pressure approximately proportional to the command current to the solenoid valve 5c or the duty ratio can be supplied to the reverse brake 85, the configuration is arbitrary.

  In the present embodiment, an example in which the hydraulic control device 5 controls the hydraulic pressures of the pulleys 11 and 21, the reverse brake 85, and the direct coupling clutch 86 has been shown. Other functions such as line pressure control may be provided. Note that the oil pressure source of the oil pressure control device 5 is only the oil pump 6 driven by the engine 1, and no special oil pump such as an electric pump is provided.

  Here, the engagement control of the starting clutch 85 when the engine is restarted from the idle stop state will be described with reference to FIG. FIG. 2 shows changes over time in the hydraulic pressure of the starting clutch 85, the indicated current of the linear solenoid valve, the output shaft torque, and the engine speed. Since the torsional torque of the drive system is released while the engine is stopped, rattling occurs in the drive system downstream of the start clutch 85. Since this includes the back of the continuously variable transmission 4 (a back and forth between a plurality of blocks slidably supported by the tension band), it is much larger than the AT.

  When the idling stop is restored at time t4, the engine speed starts to increase, and the torque converter 3 is also pulled up and started to rotate, and the starting clutch 85 is supplied with the initial pressure. Even if the command current corresponding to the initial pressure is supplied to the solenoid valve, the oil pump hydraulic pressure does not rise at the initial stage of the engine restart, so that the actual clutch hydraulic pressure rise is delayed. In this example, the initial pressure supply period is set to a predetermined period as in FIG. 7, but when the turbine speed is detected, the time when the turbine speed starts to deviate from the engine speed as in FIG. (Out of synchronization) may be the end point of the supply of the initial pressure. The initial pressure supply period may be set to a period according to the hydraulic oil temperature or the like. For example, the initial pressure supply period may be set longer as the oil temperature decreases. The initial pressure is a constant hydraulic pressure for bringing the starting clutch into a state immediately before the start of engagement, and is set to a hydraulic pressure corresponding to a return spring force, for example. That is, the pressure is such that the piston of the clutch is substantially in contact with the clutch plate, and almost no torque is transmitted to the drive system at this point.

  When the initial pressure control is completed at time t5, in-gear rush control is started next. The in-gear rush control is control peculiar to the return from the idle stop state, and the clutch hydraulic pressure in the in-gear rush control is controlled to be higher than the initial pressure and lower than the hydraulic pressure for boost control described later. The clutch hydraulic pressure increases following the command current. The clutch hydraulic pressure for in-gear entry control may be increased with a time gradient smaller than the time gradient of the clutch hydraulic pressure for boost control as shown in FIG. 3 (a), or the initial pressure as shown in FIG. 3 (b). You may hold | maintain to the constant pressure higher than a pressure and lower than the clutch hydraulic pressure in pressure | voltage rise control.

  At time t6 during in-gear entry control, the backpacking is completed and the in-gear state is entered. Torque is not generated and unpleasant shock can be prevented. When in-gear entry control is completed at time t8, the control proceeds to step-up control (sweep control), and the clutch hydraulic pressure of the starting clutch is increased with a larger time gradient than during in-gear entry control. When the turbine rotation speed becomes substantially zero at time t9 and becomes a synchronous state, the output shaft torque decreases to the creep force equivalent. Thereafter, the starting clutch is completely engaged.

As the in-gear inrush control period, for example, the drive system rattling time at the time of idling stop return may be obtained experimentally in advance, and a fixed time equal to or greater than the maximum jamming time ΔT may be set. As shown in FIG. 4, it may be set to become longer as the hydraulic oil temperature decreases. The temperature K ₀ is a warm-up temperature, and the in-gear inrush control period may be constant as long as it is higher than the warm-up temperature. Further, not only the time control but also the completion time of rattling can be detected by the turbine rotation speed, the primary pulley rotation speed, the output shaft torque, and the like, and the end time of the in-gear inrush control may be determined as that time. In any case, at the end of the in-gear rush control, it is necessary to complete the drive system.

  Next, the starting clutch engagement control during idle stop will be described with reference to FIG. When the control starts, it is first determined whether or not an idle stop return is possible (step S1). If it is impossible to return to idle stop, the idle stop is continued (step S2). On the other hand, if it is possible to return to the idle stop, the engine is restarted (step S3), and initial pressure control of the starting clutch is started (step S4). The time from the start of the initial pressure control is counted, and the time is compared with a predetermined time corresponding to the CVT oil temperature (step S5). If the elapsed time is less than the predetermined time, the initial pressure control is continued, and when the elapsed time exceeds the predetermined time according to the CVT oil temperature, the process shifts to in-gear inrush control (step S6). The in-gear inrush control is a period in which the clutch hydraulic pressure is controlled to be higher than the initial pressure and lower than the hydraulic pressure of the pressure increase control, and is continued until the drive system is finished. The time from the start of the in-gear entry control is counted, and the time is compared with a predetermined time corresponding to the driving time of the drive system (step S7). If the elapsed time is less than the predetermined time, the in-gear inrush control is continued, and if the elapsed time exceeds the predetermined time, the process proceeds to step-up control (step S8). It is determined whether or not the starting clutch is in a synchronized state by performing boost control (step S9). If the starting clutch is in a synchronized state, the starting clutch is completely engaged and the control is terminated (step S10).

  In the initial pressure control in the above embodiment, a constant initial pressure is maintained from the start of supply of hydraulic pressure to the end of supply, but at the start of supply, a precharge hydraulic pressure that is higher than the initial pressure is supplied for a short time to supply hydraulic oil to the piston chamber. You may make it accelerate | stimulate filling and shorten the elimination time of an invalid stroke. In this case, the precharge oil pressure (instruction current because no oil pressure is actually generated) may be higher than the oil pressure of in-gear inrush control (actually the instruction current).

  The transmission according to the present invention is not limited to the continuously variable transmission as in the embodiment, but may be a known stepped transmission including a planetary gear mechanism and a plurality of friction engagement elements. In a continuously variable transmission such as the embodiment, a single pinion planetary gear mechanism is used as the forward / reverse switching device, so the reverse brake corresponds to a starting clutch, but when a double pinion planetary gear mechanism is used. The direct coupling clutch may correspond to a starting clutch.

DESCRIPTION OF SYMBOLS 1 Engine 2 Continuously variable transmission 3 Torque converter 4 Transmission device 5 Hydraulic control device 6 Oil pump 7 Turbine shaft 11 Primary pulley 21 Secondary pulley 8 Forward / reverse switching device 80 Planetary gear mechanism 85 Reverse brake (start clutch)
86 Direct coupling clutch 100 Electronic control unit 101 Engine speed sensor 102 Vehicle speed sensor 103 Throttle opening sensor 104 Shift position sensor 105 Primary pulley speed sensor 106 Brake sensor 107 Oil temperature sensor

Claims (3)

An engine that automatically stops when a predetermined condition is satisfied;
An oil pump driven by the engine;
A transmission in which an output shaft is connected to drive wheels;
A starting clutch provided between the engine and the transmission,
In an idle stop vehicle comprising: a hydraulic control device that performs shift control of the transmission and engagement control of the start clutch based on the hydraulic pressure generated by the oil pump;
When the engine is restarted from the automatic stop state, the start clutch engagement control is an initial pressure control for supplying an initial pressure for bringing the start clutch into a state immediately before starting the engagement, an in-gear inrush control, a predetermined Comprising a control means for performing the pressure increase control for increasing the hydraulic pressure with a time gradient,
The hydraulic pressure in the in-gear rush control is controlled to be higher than the initial pressure and lower than the hydraulic pressure of the boost control,
The in-gear inrush control is performed until the start of the drive system including the transmission on the downstream side of the start clutch is completed.   2. The starting clutch control device according to claim 1, wherein the in-gear rush control is to increase the hydraulic pressure with a time gradient smaller than the hydraulic pressure time gradient in the boost control.   The start according to claim 1 or 2, further comprising a hydraulic oil temperature detection means in the hydraulic control device, wherein the in-gear inrush control period is set longer with a decrease in the hydraulic oil temperature. Clutch control device.

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