JP2013095156A - Vehicle control system and control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control system and a control device which can appropriately start an internal combustion engine.SOLUTION: The control device 6 controls the internal combustion engine 7, a rotating electrical machine 10 and a clutch 9, and can implement first starting control which rotates an output shaft 20 of the internal combustion 7 by power from the rotating electrical machine 10 side while putting the clutch 9 in a slip condition, and then causes ignition by injecting a fuel to a combustion chamber of the internal combustion engine 7 to start the internal combustion engine 7, and second starting control which causes ignition by injecting a fuel to the combustion chamber of the internal combustion 7 in a state where the output shaft of the internal combustion 7 stops rotation and rotates the output shaft 20, and then assists the rotation of the output shaft 20 by power from the rotating electrical machine 10 side through the clutch 9 to start the internal combustion engine. When implementing the second starting control, the control device 6 controls a hydraulic control device 28 to increase a line pressure which is a source pressure of a working fluid supplied to the clutch 9 compared to a case when implementing the first starting control.

Description

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

  As a conventional system for controlling a vehicle mounted on a vehicle, for example, Patent Document 1 discloses an internal combustion engine, particularly an internal combustion engine having a mechanism for directly injecting fuel into a drive train. There is disclosed a hybrid drive unit in which an engine is integrated and a separation clutch is disposed between the internal combustion engine and at least one electric drive unit.

JP 2009-527411 A

  By the way, the hybrid drive unit described in Patent Document 1 described above starts the engine by direct injection when the stop position of the crankshaft is 100 ° to 120 °, and controls otherwise. The separation clutch is controlled by the unit, and the engine is started by dynamic direct connection start without starter support.For example, in terms of shock suppression and response improvement at the time of clutch reengagement, fuel consumption performance deterioration suppression, etc. There is room for further improvement.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle control system and a control device that can properly start an internal combustion engine.

  In order to achieve the above object, a vehicle control system according to the present invention is capable of connecting a direct injection internal combustion engine and a rotating electrical machine, which are driving power sources for a vehicle, and the internal combustion engine and the rotating electrical machine. A clutch that operates according to the pressure of the supplied working fluid; a hydraulic control device that controls the pressure of the working fluid supplied to the clutch; and the internal combustion engine, the rotating electrical machine, and the clutch. Then, after the clutch is brought into a slip state and the output shaft of the internal combustion engine is rotated by power from the rotating electrical machine side, fuel is injected into the combustion chamber of the internal combustion engine and ignited to start the internal combustion engine. Control, and after the rotation of the output shaft of the internal combustion engine is stopped, fuel is injected into the combustion chamber of the internal combustion engine to ignite and rotate the output shaft. A control device capable of executing a second start control for assisting the rotation of the output shaft by the power of the engine and starting the internal combustion engine, and when the control device executes the second start control, The hydraulic pressure control device is controlled so that the line pressure, which is the original pressure of the working fluid supplied to the clutch, is made higher than when the first start control is executed.

  Further, in the vehicle control system, the internal combustion engine has a starter that rotates the output shaft at the time of starting, and the control device rotates the output shaft of the internal combustion engine by power from the starter. Third start control for injecting and igniting fuel into a combustion chamber of the engine to start the internal combustion engine can be executed. When the third start control is executed, the hydraulic pressure control device is controlled to control the line pressure. Can be made higher than when the first start control is executed.

  The vehicle control system further includes a transmission that shifts power from the internal combustion engine or the rotating electrical machine and outputs the power to a drive wheel side of the vehicle, and the control device is configured to start the internal combustion engine when starting the internal combustion engine. When accompanied by a shifting operation in the transmission, the hydraulic pressure control device can be controlled to make the line pressure higher than when the shifting operation is not performed.

  In the vehicle control system, the shift operation may be a downshift.

  In the vehicle control system, the control device, as the second start control, injects fuel into the combustion chamber of the internal combustion engine after the clutch is slipped to such an extent that the output shaft of the internal combustion engine does not rotate. Then, after ignition and rotation of the output shaft of the internal combustion engine, the transmission torque of the clutch is increased to start the internal combustion engine.

  In order to achieve the above object, a control device according to the present invention includes a direct injection type internal combustion engine, a clutch, and driving power as a driving power source with respect to a power transmission path to driving wheels of a vehicle. A control device that controls a driving device that is arranged in the order of the rotating electrical machine that is a source and that controls the pressure of the working fluid supplied to the clutch by a hydraulic control device, the internal combustion engine, the rotating electrical machine, and The clutch is controlled, the clutch is brought into a slip state, the output shaft of the internal combustion engine is rotated by power from the rotating electric machine side, and then fuel is injected into the combustion chamber of the internal combustion engine to ignite the internal combustion engine. First start control for starting, and in a state where the rotation of the output shaft of the internal combustion engine is stopped, fuel is injected into the combustion chamber of the internal combustion engine and ignited to rotate the output shaft and then rotate the output shaft through the clutch. The second start control for assisting the rotation of the output shaft by the power from the electric machine side and starting the internal combustion engine can be executed, and when the second start control is executed, the hydraulic control device is controlled. The line pressure, which is the original pressure of the working fluid supplied to the clutch, is made higher than when the first start control is executed.

  The vehicle control system and the control device according to the present invention have an effect that the internal combustion engine can be properly started.

FIG. 1 is a schematic configuration diagram of a vehicle control system according to the first embodiment. FIG. 2 is a partial cross-sectional view including the combustion chamber of the engine of the vehicle control system according to the first embodiment. FIG. 3 is a flowchart illustrating an example of control by the ECU of the vehicle control system according to the first embodiment. FIG. 4 is a time chart for explaining an example of the operation of the vehicle control system according to the first embodiment. FIG. 5 is a time chart for explaining an example of the operation of the vehicle control system according to the first embodiment. FIG. 6 is a schematic configuration diagram of a vehicle control system according to a modification. FIG. 7 is a flowchart illustrating an example of control by the ECU of the vehicle control system according to the second embodiment.

  Embodiments according to the present invention will be described below in detail with reference to the drawings. In addition, this invention is not limited by this embodiment. In addition, constituent elements in the following embodiments include those that can be easily replaced by those skilled in the art or those that are substantially the same.

[Embodiment 1]
1 is a schematic configuration diagram of a vehicle control system according to a first embodiment, FIG. 2 is a partial cross-sectional view including a combustion chamber of an engine of the vehicle control system according to the first embodiment, and FIG. 3 is a vehicle according to the first embodiment. FIG. 4 and FIG. 5 are time charts for explaining an example of the operation of the vehicle control system according to the first embodiment, and FIG. 6 is a vehicle control system according to a modification. FIG.

The present embodiment is a so-called one-motor parallel hybrid type vehicle control system including one motor generator and one engine. The present embodiment is applied to a vehicle and typically includes the following components.
(1) Direct injection engine.
(2) A clutch that can freely connect and disconnect the engine and the motor generator.

  In this embodiment, when the engine is started with these components, for example, different start modes are used properly, and the line pressure, which is the original pressure of the hydraulic control system, is appropriately changed according to the situation. This makes it possible to start the engine more appropriately.

  Specifically, as shown in FIG. 1, the vehicle control system 1 of this embodiment is a system that is mounted on a vehicle 2 and controls the vehicle 2. Typically, the engine of the vehicle 2 is stopped. An engine start control system that controls start from a state. The vehicle 2 is a so-called “hybrid vehicle” in which an engine 7 as an internal combustion engine and a motor generator 10 as a rotating electrical machine are mounted as a driving power source (prime mover) for driving the vehicle 2. More specifically, the vehicle 2 is a so-called 1MG + AT type “parallel hybrid vehicle” that includes one motor generator 10 and a transmission 12 that is an automatic transmission.

  The vehicle control system 1 includes a drive device 4 that drives the drive wheels 3 of the vehicle 2, a state detection device 5 that detects the state of the vehicle 2, and an ECU 6 as a control device that controls each part of the vehicle 2 including the drive device 4. With.

  The drive device 4 constitutes a parallel hybrid type power train in the vehicle 2, has one engine 7 and one motor generator 10, and drives the drive wheels 3 to rotate.

  The drive device 4 includes an engine 7, a damper mechanism 8, a K0 clutch 9 as a clutch, and a motor generator 10. Further, the drive device 4 includes a torque converter 11, a transmission 12, a propeller shaft 13, a differential gear 14, and a drive shaft 15. The torque converter 11 includes a lockup mechanism 16 and a fluid transmission mechanism 17. The transmission 12 includes a C1 clutch 18 and a transmission main body 19.

  The drive device 4 includes an engine 7, a damper mechanism 8, a K0 clutch 9, a motor generator 10, a lockup mechanism 16 for the torque converter 11, and a fluid transmission mechanism with respect to the transmission path of power to the drive wheels 3. 17, the C1 clutch 18 of the transmission 12, the transmission main body 19, the propeller shaft 13, the differential gear 14, and the drive shaft 15 are arranged so as to be able to transmit power to each other in this order. In this case, the drive device 4 includes a damper shaft 8 and a K0 clutch 9, each of which includes a crankshaft 20 that is an output shaft (an internal combustion engine output shaft) of the engine 7 and a rotor shaft 21 that is an output shaft (motor output shaft) of the motor generator 10. It is connected via. Further, in the drive device 4, the rotor shaft 21 and the drive wheel 3 are connected via a torque converter 11, a transmission 12, a propeller shaft 13, a differential gear 14, a drive shaft 15, and the like.

  More specifically, the engine 7 is a heat engine that converts fuel energy into mechanical work and outputs it as power by burning the fuel in the combustion chamber 71 (see FIG. 2). The engine 7 can generate mechanical power (engine torque) on the crankshaft 20 as the fuel burns, and can output this mechanical power from the crankshaft 20.

  Here, as shown in FIG. 2, the engine 7 of the present embodiment is a so-called multi-cylinder direct injection internal combustion engine. That is, the engine 7 directly injects the fuel spray 70 a into the combustion chamber 71 by the fuel injection device (injector) 70. The engine 7 is a so-called four-cycle engine that performs a series of four strokes while a piston 73 that is reciprocally movable in the cylinder bore 72 is reciprocated twice. The engine 7 typically has an intake pipe, a surge tank, an intake manifold, an intake port 75, etc. as the intake valve 74 is opened as the piston 73 descends from the top dead center of the intake stroke in the cylinder bore 72. The air is sucked into the combustion chamber 71 through the intake passage 76 (intake stroke). In the engine 7, the air is compressed by the piston 73 ascending in the cylinder bore 72 through the intake stroke bottom dead center (compression stroke). At this time, the engine 7 injects fuel from the fuel injection device 70 into the combustion chamber 71 in the intake stroke or compression stroke, and the fuel and air mix to form an air-fuel mixture. When the piston 73 approaches the top dead center of the compression stroke, the engine 7 ignites the air-fuel mixture by the spark plug 77, the air-fuel mixture ignites and burns, and lowers the piston 73 by the combustion pressure (expansion stroke). ). The air-fuel mixture after combustion rises again toward the intake stroke top dead center via the expansion stroke bottom dead center, and as the exhaust valve 78 is opened, the exhaust gas is converted into exhaust gas through the exhaust port 79. Released (exhaust stroke). The reciprocating motion of the piston 73 in the cylinder bore 72 is transmitted to the crankshaft 20 (see FIG. 1) via the connecting rod, where it is converted into a rotational motion and taken out as an output. The piston 73 reciprocates in the cylinder bore 72 as the crankshaft 20 rotates as the crankshaft 20 further rotates together with the counterweight due to the inertial force. By rotating the crankshaft 20 twice, the piston 73 reciprocates the cylinder bore 72 twice, during which a series of four strokes including an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke are performed, and once in the combustion chamber 71. Explosion takes place.

  The engine 7 can be switched between an operating state and a non-operating state regardless of whether the vehicle 2 is stopped or traveling. Here, the operating state of the engine 7 (the state in which the engine 7 is operated) is a state in which power to be applied to the drive wheels 3 is generated, and thermal energy generated by burning fuel in the combustion chamber 71 is converted to torque or the like. It is in a state of outputting in the form of mechanical energy. That is, the engine 7 generates power that burns fuel in the combustion chamber 71 and acts on the drive wheels 3 of the vehicle 2 in the operating state. On the other hand, the non-operating state of the engine 7, that is, the state where the operation of the engine 7 is stopped is a state where generation of power is stopped, fuel supply to the combustion chamber 71 is cut (fuel cut), and combustion is performed. This is a state in which no fuel is burned in the chamber 71 and no mechanical energy such as torque is output.

  Returning to FIG. 1, the K0 clutch 9 can connect the crankshaft 20 of the engine 7 and the rotor shaft 21 of the motor generator 10 via the damper mechanism 8. The K0 clutch 9 is in an engaged state in which the crankshaft 20 and the rotor shaft 21 are engaged so that power can be transmitted, a released state in which the engagement is released, and a slip state between the engaged state and the released state. Switching is possible. When the K0 clutch 9 is in an engaged state, the crankshaft 20 and the rotor shaft 21 are connected to each other via the damper mechanism 8 so as to be integrally rotatable, and power can be transmitted between the engine 7 and the motor generator 10. It becomes a state. On the other hand, when the K0 clutch 9 is in the released state, the crankshaft 20 and the rotor shaft 21 are disconnected, and the power transmission between the engine 7 and the motor generator 10 is cut off.

  Various clutches can be used as the K0 clutch 9, and for example, a friction type disk clutch device such as a wet multi-plate clutch or a dry single-plate clutch can be used. Here, the K0 clutch 9 is, for example, a hydraulic device that operates according to a clutch hydraulic pressure that is a hydraulic pressure (pressure) of hydraulic oil as a working fluid supplied to the K0 clutch 9. The K0 clutch 9 is in a released state in which the engagement is completely released when the engagement force corresponding to the clutch oil pressure (the pressing force for engaging the clutch plate) is 0, and the slip state ( The semi-engaged state is brought into the fully engaged state. The transmission torque in the K0 clutch 9 is 0 in the disengaged state, becomes a magnitude corresponding to the engaging force in the slip state, and becomes maximum in the engaged state. The C1 clutch 18 and the lockup clutch 25 described below are substantially the same as the K0 clutch 9.

  The motor generator 10 is, for example, an AC synchronous motor. In the motor generator 10, a stator 22 as a stator is fixed to a case or the like, and a rotor 23 as a rotor is disposed radially inward of the stator 22 and coupled to the rotor shaft 21 so as to be integrally rotatable. The motor generator 10 has a function (power running function) as an electric motor that converts electric power supplied from a battery 24 as a power storage device via an inverter or the like into mechanical power, and an inverter that converts input mechanical power into electric power. This is a rotating electrical machine that also has a function (regenerative function) as a generator that charges the battery 24 via, for example. The motor generator 10 is driven by receiving AC power from the battery 24 via an inverter, for example, and generates mechanical power (motor torque) on the rotor shaft 21. The mechanical power is output from the rotor shaft 21. Is possible.

  The torque converter 11 is a kind of fluid coupling and is connected to the rotor shaft 21 of the motor generator 10. The torque converter 11 includes a lockup mechanism 16 that transmits power from the engine 7 or the motor generator 10 via a lockup clutch 25 and a fluid transmission mechanism 17 that transmits the hydraulic power via hydraulic oil (working fluid). The lockup mechanism 16 can connect the rotor shaft 21 and the output shaft (fluid transmission device output shaft) 26 of the torque converter 11 via the lockup clutch 25. The fluid transmission mechanism 17 includes a pump (pump impeller) 17p, a turbine (turbine runner) 17t, a stator 17s, a one-way clutch 17c, and the like, and is filled with hydraulic oil as a working fluid. The pump 17p is connected to the rotor shaft 21 so as to be integrally rotatable, and the turbine 17t is connected to the output shaft 26 so as to be integrally rotatable. The lock-up clutch 25 is in an engaged state in which the rotor shaft 21 and the turbine 17t are engaged to transmit power, a released state in which the engagement is released, and a slip state between the engaged state and the released state. Switching is possible. The torque converter 11 transmits the power from the engine 7 or the motor generator 10 to the output shaft 26 via the lockup mechanism 16 or the fluid transmission mechanism 17 in accordance with the state of the lockup clutch 25, and this output shaft 26 can be output.

  The transmission 12 transmits the power from the torque converter 11 to the transmission main body 19 via the C1 clutch 18, and the transmission main body 19 changes the speed and outputs it to the drive wheel 3 side. The C1 clutch 18 can connect the output shaft 26 of the torque converter 11 and the drive wheel 3 via the transmission main body 19, the propeller shaft 13, the differential gear 14, the drive shaft 15, and the like. Here, the C1 clutch 18 is in an engaged state in which the output shaft 26 of the torque converter 11 and the input shaft 27 of the transmission main body 19 are engaged so as to be able to transmit power, a released state in which this engagement is released, It is possible to switch to a slip state between a state and a released state. The transmission main body 19 is a so-called stepped automatic transmission (AT), continuously variable automatic transmission (CVT), multi-mode manual transmission (MMT), sequential manual transmission (SMT), dual clutch transmission (DCT), or the like. It is an automatic transmission. Here, for example, a stepped automatic transmission is applied to the transmission main body 19.

  The differential gear 14 transmits the power from the propeller shaft 13 to each drive wheel 3 via each drive shaft 15. The differential gear 14 absorbs a difference in rotational speed between the center side of the turn, that is, the inner drive wheel 3 and the outer drive wheel 3 that occurs when the vehicle 2 turns.

  The drive device 4 configured as described above uses the power generated by the engine 7 from the crankshaft 20 to the damper mechanism 8, the K0 clutch 9, the rotor shaft 21, the torque converter 11, the transmission 12, the propeller shaft 13, and the differential gear. 14, and can be transmitted to the drive wheel 3 via the drive shaft 15. Further, the drive device 4 transmits the power generated by the motor generator 10 from the rotor shaft 21 via the torque converter 11, the transmission 12, the propeller shaft 13, the differential gear 14, and the drive shaft 15, without passing through the K0 clutch 9. Can be transmitted to the drive wheel 3. As a result, the vehicle 2 can travel by generating a driving force [N] on the ground contact surface between the driving wheel 3 and the road surface.

  The state detection device 5 detects the state of the vehicle 2, and detects various state quantities and physical quantities representing the state of the vehicle 2, operating states of switches, and the like. The state detection device 5 is electrically connected to the ECU 6 and can exchange information such as a detection signal, a drive signal, and a control command with each other. The state detection device 5 includes, for example, an accelerator opening sensor 50, a brake sensor 51, a vehicle speed sensor 52, a crank angle sensor 53, a charge state detector 54, and the like. The accelerator opening sensor 50 detects an accelerator opening corresponding to an operation amount (accelerator operation amount, acceleration request operation amount) of the accelerator pedal of the vehicle 2 by the driver. The brake sensor 51 detects a master cylinder pressure or a brake depression force corresponding to an operation amount (brake operation amount, braking request operation amount) of the vehicle 2 by the driver. The vehicle speed sensor 52 detects the vehicle speed that is the traveling speed of the vehicle 2. The crank angle sensor 53 detects a crank angle that is a rotation angle of the crankshaft 20. The ECU 6 determines the intake stroke, compression stroke, expansion stroke, and exhaust stroke in each cylinder of the engine 7 based on the crank angle, and calculates the engine rotational speed that is the rotational speed (rotational speed) of the crankshaft 20. be able to. The state of charge detector 54 detects the state of charge SOC according to the amount of charge (charge amount) of the battery 24, the battery voltage, and the like.

  The ECU 6 is a control unit that performs overall control of the vehicle control system 1 and controls the engine 7 and the motor generator 10 in a coordinated manner. The ECU 6 is an electronic circuit mainly composed of a known microcomputer including a CPU, a ROM, a RAM, and an interface. The ECU 6 is electrically connected to the state detection device 5, and is also electrically connected to the fuel injection device 70 of the engine 7, the spark plug 77, the throttle device, the inverter of the motor generator 10, the battery 24, and the like. Further, the vehicle control system 1 includes a hydraulic control device 28, and the ECU 6 is connected to the K0 clutch 9, the lockup clutch 25, the C1 clutch 18, the transmission main body 19 and the like via the hydraulic control device 28, and the hydraulic control device. These operations are controlled via 28. The ECU 6 receives an electrical signal corresponding to the detection result detected by the state detection device 5, and outputs to each part of the drive device 4 such as the engine 7, the inverter of the motor generator 10, and the hydraulic control device 28 according to the input detection result. Drive signals are output to control these drives.

  Here, the hydraulic control device 28 uses the hydraulic pressure (pressure) of the hydraulic oil (oil) as the working fluid to change the speed of the transmission main body 19 and the engagement elements such as the K0 clutch 9, the lockup clutch 25, and the C1 clutch 18. This controls the engagement / release / slip operation. The hydraulic control device 28 includes various known hydraulic control circuits controlled by the ECU 6, and includes, for example, a plurality of oil passages, an oil reservoir, an oil pump, and a plurality of electromagnetic valves. The hydraulic control device 28 controls the flow rate or hydraulic pressure of the hydraulic oil supplied to each part of the drive device 4 such as the K0 clutch 9, the lockup clutch 25, the C1 clutch 18, the transmission main body 19, etc. in accordance with a signal from the ECU 6. To do.

  The ECU 6 controls the throttle device of the engine 7 based on, for example, the accelerator opening, the vehicle speed, etc., adjusts the throttle opening of the intake passage 76, adjusts the intake air amount, and injects fuel in response to the changes. The output of the engine 7 is controlled by controlling the amount and adjusting the amount of the air-fuel mixture filled in the combustion chamber 71. Further, the ECU 6 controls the hydraulic control device 28 based on, for example, the accelerator opening degree, the vehicle speed, etc., and the gear shift operation of the transmission main body 19 and the engagement / release of the K0 clutch 9, the lockup clutch 25, the C1 clutch 18, etc.・ Slip operation is controlled.

  In the vehicle control system 1 configured as described above, the ECU 6 controls the drive device 4 to use the engine 7 and the motor generator 10 together or selectively, thereby allowing the vehicle 2 to travel in various travel modes. it can.

  For example, the ECU 6 puts the K0 clutch 9 into an engaged state (K0 clutch ON) and operates the engine 7 to output power (engine torque) output from the engine 7 of the engine 7 and the motor generator 10 that are driving power sources. Only to the drive wheels 3. At this time, the C1 clutch 18 is in an engaged state (C1 clutch ON). As a result, the vehicle control system 1 can realize the “engine running” mode. Therefore, the vehicle 2 can travel using only the engine 7 of the traveling power source.

  Further, the ECU 6, for example, in the state where the K0 clutch 9 is engaged (K0 clutch ON) and the engine 7 is operated as described above, according to the required driving force and the storage state SOC of the battery 24, the motor generator 10 The power output from the engine 7 and the power output from the motor generator 10 (motor torque) are integrated and transmitted to the drive wheels 3. At this time, the C1 clutch 18 is in an engaged state (C1 clutch ON). Thereby, the vehicle control system 1 can implement the “HV traveling” mode. Therefore, the vehicle 2 can travel using the engine 7 and the motor generator 10 together.

  Further, for example, the ECU 6 puts the K0 clutch 9 in a disengaged state (K0 clutch OFF) and stops the engine 7 to be in an inoperative state. Only the power output from the motor generator 10 out of the generator 10 is transmitted to the drive wheels 3. At this time, the C1 clutch 18 is in an engaged state (C1 clutch ON). Further, since the engine 7 is in an inoperative state and the K0 clutch 9 is in a released state, the rotation of the crankshaft 20 is also stopped. Thereby, the vehicle control system 1 can implement the “EV traveling” mode. Therefore, the vehicle 2 can travel using only the motor generator 10 of the traveling power source. At this time, the vehicle 2 is basically in a state where the crankshaft 20 and the rotor shaft 21 are mechanically separated by the K0 clutch 9, and the rotational resistance of the engine 7 is not activated.

  For example, the ECU 6 controls the motor generator 10 when the vehicle 2 travels at a reduced speed, and regenerates power by the motor generator 10 using the power transmitted from the drive wheels 3 to the rotor shaft 21. The mechanical power (negative motor torque) generated in 21 is transmitted to the drive wheel 3. At this time, the C1 clutch 18 is in an engaged state (C1 clutch ON). Thereby, the vehicle control system 1 can implement the “regenerative travel” mode. Therefore, the vehicle 2 can be decelerated while being regeneratively braked by the motor generator 10.

  For example, when the engine 7 is started from a state where the engine 7 is in an inoperative state and the rotation of the crankshaft 20 is stopped, the ECU 6 can start the engine 7 in two different start modes. The ECU 6 can selectively use K0 start control as the first start control and ignition start control as the second start control depending on the situation.

  When executing the K0 start control, the ECU 6 uses the motor generator 10 as a starter motor of the engine 7 to start the engine 7. In this case, the ECU 6 executes the K0 start control as follows. That is, the ECU 6 controls the engine 7, the motor generator 10, and the K0 clutch 9. First, the K0 clutch 9 is set in the slip state and the crankshaft 20 of the engine 7 is rotated (cranking) by power from the motor generator 10 side. Let That is, the ECU 6 rotates the crankshaft 20 with the K0 clutch 9 in the slip state and using a part of the power output from the motor generator 10 as the cranking torque (starting torque) of the crankshaft 20. Then, after rotating the crankshaft 20, the ECU 6 injects fuel from the fuel injection device 70 into the combustion chamber 71 and ignites the spark plug 77 to start the engine 7 (K0). Start). After that, the ECU 6 is in an engaged state in which the K0 clutch 9 is completely engaged when the engine speed becomes a speed at which autonomous operation is possible and the engine 7 is completely started and the engine speed and the motor speed are substantially synchronized. To do.

  Further, since the engine 7 is an in-cylinder direct injection internal combustion engine, the ECU 6 can also start the engine 7 by executing the ignition start control as described below. That is, the ECU 6 controls the engine 7 to inject fuel from the fuel injection device 70 into the combustion chamber 71 in a state where the rotation of the crankshaft 20 is stopped, and ignite by the spark plug 77 to rotate the crankshaft 20 to rotate the engine 7. Start. Here, the ECU 6 controls the engine 7, the motor generator 10, and the K0 clutch 9, and first stops in the combustion chamber 71 of the engine 7, typically in the expansion stroke, with the rotation of the crankshaft 20 stopped. Fuel is injected into the combustion chamber 71 of the cylinder for ignition, and rotation of the crankshaft 20 is started by the combustion energy of the fuel. Thereafter, the ECU 6 increases the transmission torque of the K0 clutch 9 in a state where the crankshaft 20 starts rotating due to combustion, and the crankshaft 20 is rotated by a part of the power from the motor generator 10 side via the K0 clutch 9. To start the engine 7 (ignition start). After that, the ECU 6 is in an engaged state in which the K0 clutch 9 is completely engaged when the engine speed becomes a speed at which autonomous operation is possible and the engine 7 is completely started and the engine speed and the motor speed are substantially synchronized. To do.

  At this time, in the ignition start control, the ECU 6 does not start to rotate the crankshaft 20 by the torque capacity of the K0 clutch 9 (hereinafter, sometimes referred to as “K0 torque capacity”) until the ignition of the air-fuel mixture is completed. The standby torque capacity is set to a certain level. That is, as the ignition start control, the ECU 6 slips the K0 clutch 9 so that the crankshaft 20 does not rotate until ignition is completed, and sets the K0 torque capacity as the standby torque capacity. After that, the ECU 6 injects fuel into the combustion chamber 71 to ignite and rotate the crankshaft 20, and then increases the transmission torque (torque capacity) of the K0 clutch 9 to start the engine 7. As a result, the vehicle control system 1 increases the K0 torque capacity to the ignition start assist torque capacity as soon as combustion starts and the rotation of the crankshaft 20 starts, and assists the crankshaft 20 via the K0 clutch 9. Torque can be transmitted. As a result, the vehicle control system 1 can start the engine 7 more reliably and quickly. The standby torque capacity may be zero. In this case, as the ignition start control, the ECU 6 injects fuel into the combustion chamber 71 in a state where the rotation of the crankshaft 20 is stopped, ignites and rotates the crankshaft 20, and then puts the K0 clutch 9 in the slip state. The transmission torque (torque capacity) is increased and the engine 7 is started.

  The ECU 6 controls the hydraulic control device 28 to adjust the K0 pressure, which is the clutch hydraulic pressure supplied to the K0 clutch 9, and to adjust the K0 torque capacity, so that the K0 clutch 9 is started when the engine 7 is started. The transmission torque (hereinafter sometimes referred to as “K0 torque”) can be adjusted. Here, as for the K0 torque capacity, when comparing the K0 start and the ignition start, the torque capacity at the K0 start is relatively large, and the torque capacity at the ignition start is relatively small. In other words, the assist torque of the crankshaft 20 in the ignition start control is equal to the crankshaft 20 rotation in the K0 start control because the crankshaft 20 starts rotating using the combustion energy in the combustion chamber 71 in the ignition start. Less than the cranking torque. For this reason, the K0 torque capacity can be relatively smaller in the ignition start control than in the case of the K0 start control. Therefore, the vehicle control system 1 can relatively reduce the load of the motor generator 10 by suppressing power consumption in the ignition start control. Here, the ECU 6 is able to start ignition in accordance with, for example, an estimated value of the air amount in the combustion chamber 71, a stop position (stop crank angle) of the crankshaft 20, an elapsed time after the engine is stopped, and the like. Actively perform ignition start control. Thereby, the vehicle control system 1 can suppress power consumption and improve fuel consumption performance.

  By the way, in the vehicle control system 1, the engine 7 is started, the engine speed and the motor speed are substantially synchronized, and the engagement state in which the K0 clutch 9 is completely engaged to transmit the engine torque to the drive wheel 3 side. In this case, the ECU 6 controls the hydraulic control device 28 to rapidly increase the K0 pressure and increase the K0 torque capacity rapidly. On the other hand, when the vehicle control system 1 compares the K0 start time and the ignition start time as described above, the K0 torque capacity at the K0 start time is relatively large, and the K0 torque capacity at the ignition start time is relatively high. It is getting smaller. For this reason, in this vehicle control system 1, the K0 pressure at the start of K0 is relatively large, and the K0 pressure at the start of ignition is relatively small.

  As a result, in the vehicle control system 1, when the ignition is started, the engine speed and the motor speed are substantially synchronized, and when the K0 pressure is suddenly increased in order to bring the K0 clutch 9 into the engaged state, the vehicle control system 1 is compared with the case of the K0 start. Then, the pressure increase width of the K0 pressure becomes relatively large, and it takes a relatively long time to increase the K0 pressure to a predetermined level. In this case, even if the ECU 6 suddenly increases the K0 pressure instruction value to the hydraulic control device 28, the actual increase in the K0 pressure depends on the line pressure or the like whose time constant is the original pressure. It will be late for the rapid increase in value.

  At this time, if the ECU 6 suddenly increases the engine torque at an early stage in order to transmit power to the drive wheels 3 with high responsiveness after the engine is started, the engine torque becomes larger than the K0 torque capacity, and the K0 clutch 9 causes a re-slip. May occur. That is, when the vehicle control system 1 engages the K0 clutch 9 and the engine torque exceeds the K0 torque capacity, the K0 clutch 9 may slip again, which may cause a shock. On the other hand, if the increase in engine torque is moderated, the ECU 6 does not cause re-slip in the K0 clutch 9, but may cause so-called hesitation (deterioration of responsiveness) and give the driver a sense of incongruity. That is, when the vehicle control system 1 gradually increases the engine torque when the K0 clutch 9 is engaged, for example, the response of the actual driving force rising to the accelerator ON operation by the driver or the like. There is a risk that hesitation of the driving force may occur with a delay.

  Therefore, the vehicle control system 1 according to the present embodiment, when the ECU 6 executes the ignition start control, controls the hydraulic control device 28 so that the line pressure that is the original pressure of the K0 pressure is executed as compared with the case where the K0 start control is executed. By raising the value, the engine 7 can be started properly. That is, the ECU 6 sets the line pressure at the start of ignition higher than the line pressure at the start of K0.

  As a result, the vehicle control system 1 sets the line pressure relatively high at the start of ignition, so that the actual K0 pressure rises with respect to the sudden increase in the K0 pressure instruction value compared to the case where the line pressure is relatively low. Responsiveness can be improved, and the K0 pressure increase gradient (increase amount per unit time) can be increased. Therefore, the vehicle control system 1 can increase the K0 pressure to a predetermined level at an early stage even when the K0 clutch 9 is engaged, even in the case of ignition start where the pressure increase range of the K0 pressure is relatively large. The K0 clutch 9 can be quickly engaged and the K0 torque capacity can be increased. Therefore, the vehicle control system 1 increases the K0 pressure at an early stage when the engine 7 is started and the engine speed and the motor speed are almost synchronized and the K0 clutch 9 is engaged even in the case of ignition start. The K0 torque capacity can be made larger than the engine torque.

  As a result, the vehicle control system 1 suppresses the engine torque from becoming larger than the K0 torque capacity even if the K0 clutch 9 is engaged and the engine torque is rapidly increased at an early stage after the engine 7 is started at the start of ignition. The occurrence of re-slip in the K0 clutch 9 is suppressed. As a result, the vehicle control system 1 suppresses occurrence of a shock due to re-slip of the K0 clutch 9 even if the engine torque is rapidly increased early when the K0 clutch 9 is engaged at the start of ignition. be able to. The vehicle control system 1 can suppress the occurrence of re-slip in the K0 clutch 9 even if the engine torque is rapidly increased. It is possible to suppress a delay in the response of the rising of the force, and it is possible to suppress the occurrence of hesitation of the driving force.

  The ECU 6 of this embodiment does not always maintain the line pressure at a high level, but relatively increases the line pressure at the start of ignition, while maintaining the K0 pressure when the K0 clutch 9 is engaged. At the time of K0 start-up where the pressure increase width is relatively small, the line pressure is relatively lowered. As a result, the vehicle control system 1 can reduce, for example, the pump load of the oil pump that is operated by the power from the engine 7 or the power from the motor generator 10 at the time of K0 start, and suppress the deterioration of the fuel consumption performance. Can do.

  Next, an example of control by the ECU 6 in the vehicle control system 1 will be described with reference to the flowchart of FIG. Note that these control routines are repeatedly executed at a control cycle of several ms to several tens of ms.

  First, the ECU 6 determines whether or not there is a request to start the engine 7 according to the detection result by the state detection device 5 (ST1). The ECU 6 determines whether or not there is a request to start the engine 7 based on, for example, the accelerator opening corresponding to the acceleration request operation amount, the storage state SOC, and the like.

  If it is determined that there is no request for starting the engine 7 (ST1: No), the ECU 6 controls the hydraulic control device 28 using the line pressure PL instruction value as the line pressure PLS (ST2), ends the current control cycle, and next time Shift to the control cycle. The line pressure PLS is a normal line pressure when the engine 7 is not started, and is changed according to, for example, the state of the vehicle 2.

  When it is determined in ST1 that there is a request to start the engine 7 (ST1: Yes), the ECU 6 executes the ignition start control based on the detection result by the state detection device 5 and the operating state of each part and performs the ignition start. Whether or not is determined (ST3).

  When it is determined that the ignition start is to be performed (ST3: Yes), the ECU 6 controls the hydraulic control device 28 by using the line pressure PL instruction value as the line pressure PLD (ST4), ends the current control cycle, and the next control cycle. Migrate to The line pressure PLD is a line pressure at the time of starting the ignition of the engine 7, and is typically a line pressure higher than the above-described line pressure PLS and a line pressure PLK described later.

  When it is determined in ST3 that the ignition start is not performed (ST3: No), that is, when it is determined that the K0 start is performed, the ECU 6 controls the hydraulic control device 28 using the line pressure PL instruction value as the line pressure PLK ( ST5) Ends the current control cycle and shifts to the next control cycle. The line pressure PLK is a line pressure when the engine 7 is started at K0. Typically, the line pressure PLK is higher than the line pressure PLS and lower than the line pressure PLD (PLD> PLK>). PLS (variation)).

  Next, an example of operation | movement of the vehicle control system 1 comprised as mentioned above with reference to the time chart of FIG. 4, FIG. 5 is demonstrated. 4 and 5, the horizontal axis is the time axis, and the vertical axis is the rotation speed, K0 pressure, and torque. FIG. 4 shows a case where the line pressure PLK and the line pressure PLD are made equal in the K0 start and the ignition start. In FIG. 4, the solid line L1 is the motor speed, the solid line L2 is the engine speed, the solid line L3 is the K0 pressure indication value at the start of ignition, the solid line L4 is the actual K0 pressure at the start of ignition, and the dotted line L5 is the K0 at the start of K0. Pressure command value, dotted line L6 is the actual K0 pressure at the start of K0, solid line L7 is the K0 torque capacity at the start of ignition, solid line L8 is the engine torque at the start of ignition, dotted line L9 is the K0 torque capacity at the start of K0, dotted line L10 Represents the engine torque at the start of K0. FIG. 5 shows a case where the line pressure PLK and the line pressure PLD are made equal at the start of ignition, and a case where the line pressure PLD is made higher than the line pressure PLK. In FIG. 5, a solid line L1, a solid line L2, a solid line L3, a solid line L4, a solid line L7, and a solid line L8 are the same as those in FIG. In FIG. 5, the dotted line L4H, the dotted line L7H, and the dotted line L8H indicate the actual K0 pressure at the start of ignition when the line pressure PLD is higher than the line pressure PLK, the K0 torque capacity at the start of ignition, Represents engine torque.

  If the line pressure is always set to the line pressure PLK regardless of the start mode, the vehicle control system 1, as illustrated in FIG. 4, at the time of ignition start (solid lines L 3 and L 4) where the K 0 pressure is relatively low. When the engine speed (solid line L2) and the motor speed (solid line L1) are substantially synchronized with each other compared to the time when K0 is started (dotted lines L5 and L6), the K0 pressure is relatively high. It takes a relatively long time to increase the K0 torque capacity (solid line L7) after the combination. In this case, if the vehicle control system 1 does not gradually increase the engine torque (solid line L8) at the start of ignition, the engine torque may exceed the K0 torque capacity and the K0 clutch 9 may slip again.

  On the other hand, as illustrated in FIG. 5, the vehicle control system 1 makes the rising gradient of the K0 pressure (dotted line L4H) relatively large by making the line pressure PLD higher than the line pressure PLK at the start of ignition. Thereby, in the vehicle control system 1, the increase in the K0 torque capacity (dotted line L7H) after the engagement of the K0 clutch 9 is relatively accelerated. As a result, the vehicle control system 1 can suppress the engine torque from exceeding the K0 torque capacity even when the engine torque (dotted line L8H) is quickly increased even at the start of ignition. It can suppress that 9 slips again.

  When executing the ignition start control, the vehicle control system 1 and the ECU 6 according to the embodiment described above control the hydraulic control device 28 to generate the pressure of the working fluid supplied to the K0 clutch 9 (K0 pressure). The line pressure, which is the pressure, is made higher than when the K0 start control is executed. Therefore, the vehicle control system 1 and the ECU 6 can suppress the occurrence of a shock when the clutch is re-engaged at the time of starting the engine, and can suppress the hesitation and improve the response of the rising of the driving force. Further, deterioration of fuel efficiency can be suppressed, and the engine 7 can be started properly.

  In the vehicle control system 1 described above, as shown in FIG. 6, the engine 7 itself includes a starter 7a, and the crankshaft 20 of the engine 7 is rotated (cranked) by the starter 7a. You may use together starter starting control as 3rd starting control to start. That is, in this case, the engine 7 includes a starter (motor) 7a that rotates the crankshaft 20 at the time of starting. The ECU 6 can execute starter start control for starting the engine 7 by injecting fuel into the combustion chamber 71 of the engine 7 and igniting it after rotating the crankshaft 20 of the engine 7 with the power from the starter 7a.

  More specifically, the ECU 6 controls the starter 7a and the K0 clutch 9 of the engine 7, and first puts the K0 clutch 9 in a released state to rotate (crank) the crankshaft 20 of the engine 7 by the power from the starter 7a. When the rotational speed exceeds the predetermined rotational speed after rotating the crankshaft 20, the ECU 6 injects fuel from the fuel injection device 70 into the combustion chamber 71 and ignites the spark plug 77 to start the engine 7 (starter Start). After that, the ECU 6 is in an engaged state in which the K0 clutch 9 is completely engaged when the engine speed becomes a speed at which autonomous operation is possible and the engine 7 is completely started and the engine speed and the motor speed are substantially synchronized. To do. The K0 torque capacity at the starter start is set to be smaller than the torque capacity at the ignition start and K0 start. When executing the starter start control, the ECU 6 controls the hydraulic control device 28 so that the line pressure is higher than when executing the K0 start control. For example, the ECU 6 sets the line pressure at the starter start to be equal to the line pressure PLD, and sets the line pressure higher than the line pressure PLK.

  As a result, the vehicle control system 1 sets the line pressure relatively high at the start of ignition, so that the actual K0 pressure rises with respect to the sudden increase in the K0 pressure instruction value compared to the case where the line pressure is relatively low. Responsiveness can be improved, and the K0 pressure increase gradient (increase amount per unit time) can be increased. Therefore, the vehicle control system 1 can increase the K0 pressure to a predetermined level at an early stage even when the K0 clutch 9 is engaged, even in the case of starter start where the pressure increase range of the K0 pressure is relatively large. The K0 clutch 9 can be quickly engaged and the K0 torque capacity can be increased. Accordingly, even when the starter is started, the vehicle control system 1 increases the K0 pressure early when the engine 7 is started and the engine speed and the motor speed are substantially synchronized and the K0 clutch 9 is engaged. The K0 torque capacity can be made larger than the engine torque.

  Thereby, the vehicle control system 1 can improve the responsiveness of the actual increase in the K0 pressure when starting the starter. Even when the engine torque is rapidly increased when the K0 clutch 9 is engaged, the K0 clutch It is possible to suppress the occurrence of a shock due to the re-slip of 9. Therefore, even when the vehicle control system 1 and the ECU 6 are used together with the starter start control, the vehicle control system 1 and the ECU 6 suppress the occurrence of a shock at the time of re-engagement of the clutch at the time of engine start, and suppress the hesitation and drive force. The rising responsiveness of the engine can be improved, the deterioration of fuel efficiency can be suppressed, and the engine 7 can be started properly.

[Embodiment 2]
FIG. 7 is a flowchart illustrating an example of control by the ECU of the vehicle control system according to the second embodiment. The vehicle control system and the control device according to the second embodiment are different from the first embodiment in that the line pressure is increased even when the internal combustion engine is started with a shift operation. In addition, about each structure of the vehicle control system which concerns on Embodiment 2, FIG. 1 is referred suitably.

  The vehicle control system 201 (see FIG. 1) according to the present embodiment includes the transmission 12 that shifts the power from the engine 7 or the motor generator 10 and outputs it to the drive wheels 3 side of the vehicle 2 as described above. In the present embodiment, the ECU 6 controls the hydraulic control device 28 to change the line pressure in the case of a shift operation in the transmission 12 when the engine 7 is started, that is, in this case, with a downshift in which the gear ratio is changed to the increase side. Is higher than when no downshift is involved. That is, for example, when the accelerator is depressed and the engine is started with a downshift (power-on downshift) while the vehicle 2 is traveling, the ECU 6 reduces the line pressure at the time of starting the engine with the downshift. Set higher than the line pressure when the engine is started without shifting.

  As a result, the vehicle control system 201 can improve the responsiveness of the actual increase in the K0 pressure when the engine is started with a downshift, and the engine torque is rapidly increased when the K0 clutch 9 is engaged. In addition, it is possible to suppress the occurrence of a shock due to the re-slip of the K0 clutch 9. Therefore, the ECU 6 can increase the engine torque at an early stage after the engagement of the K0 clutch 9 to increase the rotational speed of the input shaft 27 of the transmission 12 to speed up the shift progress, thereby speeding up the shift operation. Can be completed. Therefore, the vehicle control system 201 can shorten the shift time, and can realize, for example, quick acceleration with good responsiveness.

  Next, an example of control by the ECU 6 in the vehicle control system 201 will be described with reference to the flowchart of FIG. Again, the description overlapping with the description of FIG. 3 is omitted as much as possible.

  If the ECU 6 determines in ST1 that there is a request to start the engine 7 (ST1: Yes), whether or not a downshift is being executed based on the detection result by the state detection device 5 and the operating state of the transmission 12. Is determined (ST203).

  When it is determined that the downshift is being performed (ST203: Yes), the ECU 6 controls the hydraulic control device 28 using the line pressure PL instruction value as the line pressure PLKD (ST204), ends the current control cycle, and next time Shift to the control cycle. The line pressure PLKD is a line pressure when the engine is started with a downshift, and is typically a line pressure higher than the line pressure PLS and the line pressure PLK.

  When it is determined in ST203 that the downshift is not being executed (ST203: No), the ECU 6 controls the hydraulic control device 28 using the line pressure PL instruction value as the line pressure PLK (ST205), and ends the current control cycle. Then, the next control cycle is started. The line pressure PLK is a line pressure when the engine is started without downshift, and is typically higher than the line pressure PLS and lower than the line pressure PLKD (PLKD> PLK> PLS (variation)).

  The vehicle control system 201 and the ECU 6 according to the embodiment described above suppress the occurrence of a shock when the clutch is re-engaged at the time of starting the engine, and suppress the hesitation and increase the responsiveness of the rising of the driving force. In addition, it is possible to suppress deterioration in fuel consumption performance, to properly start the engine 7, and to shorten the shift time.

  The vehicle control system and the control device according to the above-described embodiments of the present invention are not limited to the above-described embodiments, and various modifications can be made within the scope described in the claims. The vehicle control system and the control device according to the present embodiment may be configured by appropriately combining the components of the embodiments described above.

  The vehicle control systems 1 and 201 described above may be configured without the damper mechanism 8 or the like.

1,201 Vehicle control system 2 Vehicle 3 Drive wheel 4 Drive device 5 State detection device 6 ECU (control device)
7 Engine (Internal combustion engine)
7a Starter 9 K0 clutch (clutch)
10 Motor generator (rotary electric machine)
12 Transmission 20 Crankshaft (output shaft)
28 Hydraulic control device 71 Combustion chamber

Claims (6)

An in-cylinder direct injection internal combustion engine and a rotating electrical machine, which are power sources for driving the vehicle,
A clutch capable of connecting the internal combustion engine and the rotating electrical machine and operating according to the pressure of the supplied working fluid;
A hydraulic control device for controlling the pressure of the working fluid supplied to the clutch;
The internal combustion engine, the rotating electrical machine, and the clutch are controlled, the clutch is brought into a slip state, the output shaft of the internal combustion engine is rotated by power from the rotating electrical machine side, and then fuel is supplied to the combustion chamber of the internal combustion engine. A first start control for injecting and igniting to start the internal combustion engine; and in a state where the rotation of the output shaft of the internal combustion engine is stopped, fuel is injected into the combustion chamber of the internal combustion engine to ignite and rotate the output shaft. And a control device capable of executing a second start control for assisting the rotation of the output shaft by the power from the rotating electric machine side via the clutch and starting the internal combustion engine,
When the control device executes the second start control, the control device controls the hydraulic control device to execute the first start control with the line pressure that is the original pressure of the working fluid supplied to the clutch. It is characterized by being higher than when
Vehicle control system. The internal combustion engine has a starter that rotates the output shaft at the start,
The control device can execute a third start control in which the output shaft of the internal combustion engine is rotated by the power from the starter and then fuel is injected into the combustion chamber of the internal combustion engine to ignite and start the internal combustion engine. Yes, when the third start control is executed, the hydraulic control device is controlled so that the line pressure is higher than when the first start control is executed.
The vehicle control system according to claim 1. A transmission for shifting the power from the internal combustion engine or the rotating electrical machine and outputting it to the drive wheel side of the vehicle;
The control device controls the hydraulic control device to increase the line pressure when not accompanied by the shift operation when the shift operation in the transmission is accompanied when starting the internal combustion engine.
The vehicle control system according to claim 1 or 2. The speed change operation is a downshift.
The vehicle control system according to claim 3. In the second start control, the control device sets the clutch to a slip state so that the output shaft of the internal combustion engine does not rotate, and then injects and ignites fuel into the combustion chamber of the internal combustion engine to ignite the internal combustion engine. The internal combustion engine is started by increasing the transmission torque of the clutch after rotating the output shaft;
The vehicle control system according to any one of claims 1 to 4. With respect to the transmission path of power to the drive wheels of the vehicle, an in-cylinder direct injection internal combustion engine that is a driving power source, a clutch, and a rotating electrical machine that is a driving power source are arranged in this order, and by a hydraulic control device A control device for controlling a drive device in which the pressure of the working fluid supplied to the clutch is controlled;
The internal combustion engine, the rotating electrical machine, and the clutch are controlled, the clutch is brought into a slip state, the output shaft of the internal combustion engine is rotated by power from the rotating electrical machine side, and then fuel is supplied to the combustion chamber of the internal combustion engine. A first start control for injecting and igniting to start the internal combustion engine; and in a state where the rotation of the output shaft of the internal combustion engine is stopped, fuel is injected into the combustion chamber of the internal combustion engine to ignite and rotate the output shaft. A second start control for assisting the rotation of the output shaft by the power from the rotating electrical machine side via the clutch and starting the internal combustion engine;
Further, when the second start control is executed, the hydraulic pressure control device is controlled so that the line pressure, which is the original pressure of the working fluid supplied to the clutch, is compared with the case where the first start control is executed. It is characterized by being raised,
Control device.

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