JP2016080026A - Clutch control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To solve problems on generation of impact shock in accompany with engagement of a clutch when the clutch is engaged after starting an engine by an idling stop function in a vehicle, and degradation of driving feeling felt by a driver caused by disorder of a rotating speed of a turbine runner of a torque converter and/or dispersion of an engagement time of the clutch.SOLUTION: In a case where closing of a throttle valve is determined when a clutch is engaged after starting an engine by an idling stop function, a degree of engagement of the clutch is controlled so that clutch torque increases to a prescribed target value with a prescribed rate of increase. On the other hand, when opening of the throttle valve is determined, the degree of engagement of the clutch is controlled so that a rotating speed of a turbine runner of a torque converter disposed in the vehicle, approaches a target rotating speed determined on the basis of the rotating speed of the engine according to the opening of the throttle valve.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a clutch control device for controlling the engagement state of a clutch interposed between the engine and drive wheels in a vehicle having a so-called “idling / stop function”.

  In the technical field, in response to the recent increase in global environmental protection awareness, for example, measures such as improvement of fuel consumption and reduction of exhaust gas are increasingly required. Against this background, the engine is stopped when it is not necessary to operate the engine (for example, when the vehicle is stopped to wait for a signal, etc.), and the engine is started again when it is necessary to operate the engine (restart). Vehicles having a so-called “idling stop function” that starts) are becoming increasingly popular.

  Specifically, the idling stop function stops the engine when a predetermined condition including at least a vehicle stop is satisfied, and starts (restarts) the engine again when the predetermined condition is not satisfied. To do. Thereby, the operation period of the engine as a whole is further shortened, and, for example, an improvement in fuel consumption and a reduction in exhaust gas are achieved.

  When the engine is stopped by the idling stop function, transmission of the driving force generated from the engine to the drive wheels is interrupted (transmission is disabled) before the engine is stopped. On the other hand, when the engine is started by the idling stop function, transmission of the driving force generated from the engine to the drive wheels is started after the engine is started (transmission is enabled). Whether or not the driving force generated from the engine can be transmitted to the driving wheels is switched by, for example, a clutch such as a hydraulic clutch and an electromagnetic clutch.

  Specifically, when the engine is stopped by the idling / stop function, the engaged clutch is released, and transmission of the driving force generated from the engine to the driving wheels is interrupted. Conversely, when the engine is started by the idling / stop function, the released clutch is engaged, and transmission of the driving force generated from the engine to the driving wheels is started (see, for example, Patent Document 1). .

JP 2006-138426 A

  As described above, when the transmission of the driving force generated from the engine to the driving wheels is started, the released clutch is engaged. At this time, depending on the situation, for example, an impact caused by the engagement of the clutch may occur, the rotation speed of the turbine runner of the torque converter may be disturbed, and / or the engagement time of the clutch may vary. There may be a problem that the feeling of driving feels worse.

  Therefore, an object of the present invention is to alleviate the above-described problem that occurs when a clutch is engaged after an engine is started by an idling stop function in a vehicle. The present inventor achieves the above object by switching the method of controlling the degree of engagement of the clutch when the clutch is engaged after the engine is started by the idling stop function according to the operation by the driver. I found that I can do it. In the present specification, “clutch torque” means torque transmitted from the engine side to the drive wheel side by the clutch.

  Specifically, in a vehicle equipped with an engine control device that realizes an idling / stop function, depending on whether the throttle valve is closed when the clutch is started after the engine is started by this function. To switch the method of controlling the degree of engagement of the clutch. More specifically, when it is determined that the throttle valve is closed, the degree of engagement of the clutch is controlled so that the clutch torque increases to a predetermined target value at a predetermined increase rate. On the other hand, if it is determined that the throttle valve is open, the turbine runner of the torque converter provided in the vehicle at a target rotational speed determined based on the rotational speed of the engine according to the opening of the throttle valve. The degree of engagement of the clutch is controlled so that the rotation speed approaches. This has led to the idea that the above-described problem that occurs when the clutch is engaged after the engine is started by the idling stop function in the vehicle can be reduced.

  In view of the above points, the clutch control device according to the present invention (hereinafter sometimes referred to as “the present invention device”) stops the engine when a predetermined engine stop condition is satisfied, and The present invention is applied to a vehicle having an idling stop function that is a function of starting the engine when the engine stop condition is not satisfied. The device of the present invention controls the engagement state of a clutch interposed between the engine and drive wheels in the vehicle. The fuel of the engine mounted on the vehicle is not particularly limited, and may be gasoline fuel or diesel fuel. Further, the configuration of the engine, such as the number and arrangement of the engine cylinders, the fuel injection method, and the presence or absence of a supercharger, is not particularly limited.

  The vehicle has the same configuration as a general vehicle. For example, the vehicle includes a power transmission mechanism 170, for example, various operation mechanisms (not shown) including a brake and an accelerator, and various sensor groups 180, as in the vehicle 100 shown in FIG. In addition to the engine 110, the power transmission mechanism 170 includes, for example, a torque converter 120, a clutch 130, a transmission mechanism (transmission) 140, a drive shaft 150 (drive shaft or propeller shaft), and drive wheels 160 (160L and 160R). Etc. The various sensor groups 180 include, for example, a brake sensor 181, a throttle opening sensor 182, a wheel speed sensor 183, a shift position sensor 184 (for example, an inhibitor switch), and a turbine runner (which is an output shaft of the torque converter 120). A turbine rotational speed sensor 185 for detecting the rotational speed of 122 is included.

  Further, the vehicle 100 includes an electronic control unit (ECU) 190 that controls the engine 110 and the power transmission mechanism 170 based on various signals obtained from the operation mechanism and various sensor groups 180. The ECU 190 shown in FIG. 1 includes an engine control unit (E-ECU) 191, a transmission mechanism control unit (T-ECU) 192, and a control circuit 193 (for controlling the transmission mechanism and the clutch). FIG. 1B is a schematic diagram illustrating a schematic configuration of the power transmission mechanism 170. As shown in FIG. 1B, the driving force generated from the engine 110 includes a pump impeller 121 that is an input shaft of the torque converter 120, a turbine runner 122 that is an output shaft of the torque converter 120, and a clutch 130. , Transmission mechanism 140, drive shaft 150, and drive wheel 160 are transmitted in this order.

  As described above, in the vehicle 100, when the engine 110 is stopped by the idling stop function, the engaged clutch 130 is released before the engine 110 is stopped, and the driving force generated from the engine 110 is driven. Transmission to the wheel 160 is interrupted (transmission is disabled). On the other hand, when the engine 110 is started by the idling stop function, the released clutch 130 is engaged after the engine 110 is started, and transmission of the driving force generated from the engine 110 to the drive wheels 160 is started. (Communication is enabled).

  The engine stop condition can be appropriately determined according to a specific aspect of the idling / stop function to be realized in the vehicle. For example, the engine stop condition can include at least a condition that the vehicle is stopped. Furthermore, the engine stop condition can include a condition that the vehicle has been stopped for at least a predetermined period. In addition, the engine stop condition can further include that the brake of the vehicle is operating and that the shift position of the automatic transmission mechanism of the vehicle is in the D range.

  The idling / stop function as described above is, for example, a central processing unit that executes various arithmetic processes according to a computer program stored in a data storage device (for example, ROM, RAM, backup RAM, etc.) provided in the ECU (190). This is realized by a processing device (CPU: Central Processing Unit).

  By the way, the configuration of the clutch for switching whether to transmit the driving force generated from the engine to the driving wheels is not particularly limited, and for example, a clutch such as a hydraulic clutch or an electromagnetic clutch can be employed. When the clutch is a hydraulic clutch, the degree of engagement of the clutch can be controlled by increasing or decreasing the hydraulic pressure for engaging the clutch. When the clutch is an electromagnetic clutch, the degree of engagement of the clutch can be controlled by increasing or decreasing the electric power for engaging the clutch.

As a method for controlling the degree of engagement of the clutch, for example, the following method can be cited.
(1) A method of controlling the degree of engagement of the clutch so that the clutch torque increases to a predetermined target value at a predetermined rate of increase.
(2) A method of controlling the degree of engagement of the clutch so that the rotational speed of the output shaft of the torque converter approaches a target rotational speed determined based on the rotational speed of the engine according to the opening degree of the throttle valve.

  In the method (1), as shown in the graph on the left side of FIG. 2A, the clutch engagement is performed so that the clutch torque CT increases to a predetermined target value CTt at a predetermined increase rate ΔCT. The degree of control is controlled. According to this method, for example, the hydraulic pressure and / or electric power for engaging the clutch can be controlled to smoothly increase the clutch torque CT to the predetermined target value CTt. Therefore, it is possible to reduce the impact associated with the engagement of the clutch.

  However, in this method, the rotational speed TR of the output shaft (turbine runner) of the torque converter provided in the vehicle is not controlled. Therefore, as shown in the graph on the right side of FIG. 2A, the rotational speed TR may increase or decrease unintentionally. As a result, there is a risk that the rotational feeling such as turbine blowing (turbine runner rotational speed overshoot generated when the clutch is engaged) and the operational feeling due to the rotational speed disorder may be deteriorated. Further, there may be a variation in clutch engagement time, which is a period from the start to the end of clutch engagement. If the clutch engagement time varies, for example, the acceleration response of the vehicle with respect to the operation of the accelerator may fluctuate, which may lead to deterioration in driving feeling.

  On the other hand, in the above method (2), the target rotational speed TRt (in FIG. 2), in which the rotational speed TR of the output shaft of the torque converter provided in the vehicle is determined based on the engine rotational speed NE corresponding to the opening of the throttle valve. The degree of engagement of the clutch is controlled so as to approach the graph on the left side of (b). According to this method, for example, the hydraulic pressure and / or electric power for engaging the clutch is controlled, and the rotational speed TR of the output shaft (turbine runner) of the torque converter provided in the vehicle is set to the rotational speed NE of the engine. To the target rotational speed TRt determined based on. In addition, there is little risk of variations in clutch engagement time. Therefore, a good driving feeling can be realized.

  However, in this method, since the clutch torque CT is not specially controlled, the clutch torque CT cannot necessarily be smoothly increased as shown in the graph on the right side of FIG. . Therefore, there is a high possibility that an impact accompanying the engagement of the clutch will occur.

  Therefore, as described above, the device according to the present invention engages the clutch according to whether or not the throttle valve is closed when the engagement of the clutch is started after the engine is started by the idling stop function. Switch the method to control the degree of. The determination of whether or not the throttle valve is closed can be made based on, for example, the opening of the throttle valve detected by a throttle opening sensor. Alternatively, it is possible to determine whether or not the throttle valve is closed based on the accelerator opening detected by the accelerator opening sensor.

  When the throttle valve is closed, the acceleration of the vehicle is almost 0 (zero), and the vibration and / or impact of the vehicle hardly occur, so that the passenger can easily feel the impact caused by the engagement of the clutch. Therefore, in this case, the above-described method (1) is adopted. Specifically, the device according to the present invention is configured so that the clutch torque, which is the torque transmitted from the engine side to the drive wheel side by the clutch, increases to a predetermined target value at a predetermined increase rate. Control the degree of match. Thereby, the impact accompanying engagement of a clutch can be reduced.

  Further, the engine speed and torque when the throttle valve is closed are substantially constant each time at the idle speed and the idle torque. In other words, the engine output when the throttle valve is closed is almost constant every time. Therefore, the rotation speed of the output shaft of the torque converter is set by setting the rate of increase of the clutch torque so that the impact caused by the engagement of the clutch at this engine output and the rotational speed disturbance of the output shaft of the torque converter are reduced. Speed disturbance can also be reduced.

  As described above, the specific value of the rate of increase of the clutch torque that can reduce both the shock accompanying the engagement of the clutch and the disturbance of the rotational speed of the output shaft of the torque converter is, for example, the actual machine and It can be determined in advance by a prior experiment using a model. The specific value of the increase rate of the clutch torque thus obtained can be stored, for example, in a data storage device provided in the ECU.

  On the other hand, when the throttle valve is open, the engine output varies depending on the opening of the throttle valve. Therefore, it is not desirable to apply the control based on the assumption that the engine output is constant as described above. Therefore, in this case, the above-described method (2) is adopted. Specifically, the device of the present invention is arranged so that the rotational speed of the output shaft of the torque converter provided in the vehicle approaches a target rotational speed determined based on the rotational speed of the engine according to the opening of the throttle valve. Control the degree of engagement of the clutch. Thereby, for example, rotational speed disturbance such as turbine blowing and variations in clutch engagement time can be reduced.

  However, in this case, the clutch torque cannot be raised smoothly at a predetermined rate of increase, and there is a possibility that the impact associated with the engagement of the clutch cannot be reduced. However, in this case, the acceleration of the vehicle is not 0 (zero), and a certain amount of vehicle vibration and / or impact occurs, so that it is difficult for the occupant to feel the impact associated with the engagement of the clutch. As a result, the impact associated with the engagement of the clutch is unlikely to be a problem.

  As described above, the target rotational speed of the output shaft of the torque converter is determined based on the rotational speed of the engine corresponding to the opening of the throttle valve. Specifically, the target rotational speed is determined to be lower by a predetermined difference than the rotational speed of the engine according to the opening degree of the throttle valve, for example. Alternatively, the target rotational speed is determined to be a predetermined ratio with respect to the rotational speed of the engine according to the opening of the throttle valve, for example. The target rotational speed determined in this way can be stored in a data storage device provided in the ECU, for example, as a data map indicating the correspondence relationship of the target rotational speed to the opening degree of the throttle valve.

  Furthermore, the specific method for controlling the degree of engagement of the clutch so that the rotational speed of the output shaft of the torque converter approaches the target rotational speed is not particularly limited. For example, the clutch torque can be feedback controlled so that the measured value of the rotational speed of the output shaft of the torque converter follows the target rotational speed. Alternatively, the clutch torque can be feed-forward controlled so that the measured value of the rotational speed of the output shaft of the torque converter follows the target rotational speed. Furthermore, the actual value of the rotational speed of the output shaft of the torque converter may follow the target rotational speed by combining the feedback control and the feed forward control.

  By the way, even if the throttle valve is closed when the clutch engagement is started after the engine is started by the idling stop function, the throttle valve is opened before the clutch engagement is finished thereafter. Is done. In such a case, since the throttle valve is closed when the clutch engagement is started, the device of the present invention starts the engagement of the clutch according to the method (1) described above. However, if the control of the degree of engagement of the clutch by the method (1) is continued even after the throttle valve is opened, the operation due to the rotational speed disturbance such as turbine blowing and / or the variation of the clutch engagement time is continued. There is a risk of feeling worse.

  Therefore, when the throttle valve is opened before the engagement of the clutch is finished, the device of the present invention according to the preferred embodiment switches the method for controlling the degree of engagement of the clutch at that time to the method (2) described above. It can be constituted as follows. Thereby, even if the throttle valve is opened during the period in which the clutch engagement is proceeding according to the method (1), the degree of clutch engagement is controlled according to the method (2) described above thereafter. As a result, it is possible to reduce deterioration in driving feeling due to, for example, a rotational speed disturbance such as turbine blowing and / or a variation in clutch engagement time.

  In this case, even if the method for controlling the degree of engagement of the clutch is switched during the period in which the clutch is engaged as described above, the vehicle is already accelerated to some extent at that time. Therefore, even if an impact caused by the engagement of the clutch occurs at that time, it is difficult for the occupant to feel the impact, so that it is not a big problem.

  The control of the degree of engagement of the clutch as described above executed by the device of the present invention is also realized by a CPU that executes various arithmetic processing according to a computer program stored in a data storage device provided in the ECU, for example. Can be done. This ECU may be any of the above-described E-ECU and T-ECU, or may be a separate ECU. Furthermore, the above-described control of the degree of engagement of the clutch executed by the device of the present invention may be realized by distributed processing by a plurality of ECUs.

  As described above, according to the device of the present invention, when the clutch is engaged after the engine is started by the idling / stop function in the vehicle, the method of controlling the degree of engagement of the clutch is determined by the opening degree of the throttle valve. Switch according to. As a result, there is a problem that an impact caused by the engagement of the clutch is generated, or the driving feeling is deteriorated due to a disturbance in the rotational speed of the turbine runner of the torque converter and / or a variation in the engagement time of the clutch. Can be reduced.

  Other objects, other features, and attendant advantages of the present invention will be readily understood from the description of each embodiment of the present invention described with reference to the following drawings.

It is a mimetic diagram showing an example of the composition of the vehicle to which the clutch control device concerning the present invention is applied. It is a typical time chart which shows transition of clutch torque and turbine rotation speed in each of two methods which control the degree of engagement of a clutch. It is a flowchart which shows the "clutch engagement control routine" performed by this control apparatus. Output of torque converter accompanying execution of clutch engagement control routine by clutch control device according to one embodiment of the present invention when throttle valve is closed when engine of vehicle is started by idling stop function It is a typical time chart which shows transition of shaft rotational speed TR and clutch torque CT. Output of torque converter accompanying execution of clutch engagement control routine by clutch control device according to one embodiment of the present invention when throttle valve is open when engine of vehicle is started by idling stop function It is a typical time chart which shows transition of shaft rotational speed TR and clutch torque CT.

  Hereinafter, a clutch control device (hereinafter, may be referred to as “the present control device”) according to one embodiment of the present invention will be described with reference to the drawings.

(Constitution)
The configuration of the present control device is the same as the configuration of the present invention device described with reference to FIG. However, this control apparatus is applied to a vehicle provided with a hydraulic clutch. That is, the present control device controls the degree of engagement of the clutch by increasing or decreasing the oil pressure for engaging the clutch.

  Furthermore, in the idling stop function of the vehicle to which the present control device is applied, the vehicle is stopped, the vehicle brake is operating, and the shift position of the automatic transmission mechanism of the vehicle is in the D range. Is the engine stop condition. That is, when these conditions are satisfied, the engine of the vehicle is stopped by the idling stop function. On the other hand, when any of these conditions is not satisfied in a state where the engine of the vehicle is stopped by the idling stop function, the engine of the vehicle is started by the idling stop function.

  In the following explanation regarding the control of the degree of clutch engagement at the time of engine start by the idling stop function executed by the present control device (hereinafter sometimes referred to as “clutch engagement control”). The vehicle's engine is started by the idling stop function when the press of the foot brake of the vehicle is released and the operation of the brake is terminated.

(Specific operation)
Here, the clutch engagement control routine executed by the present control device will be described more specifically. FIG. 3 is a flowchart showing a “clutch engagement control routine” executed by the present control device. The CPU provided in the ECU starts processing from step 300 according to a program stored in the data storage device provided in the ECU when the engine of the vehicle is started by the idling stop function, and proceeds to the next step 310.

  In step 310, the CPU determines whether or not the throttle valve of the vehicle is closed. In this control apparatus, the CPU determines whether or not the throttle valve is closed based on whether or not the accelerator opening of the vehicle is 0 (zero).

  When it is determined in step 310 that the throttle valve is closed (step 310: Yes), the CPU proceeds to the next step 320, and selects the above-described method (1) as a method of clutch engagement control. Then, the CPU proceeds to the next step 340 and executes clutch engagement control according to the method (1). Specifically, the CPU controls the degree of engagement of the clutch by increasing or decreasing the hydraulic pressure for engaging the hydraulic clutch so that the clutch torque increases to a predetermined target value at a predetermined rate of increase. .

  Here, transition of the rotational speed TR of the output shaft (turbine runner) of the torque converter and the clutch torque CT accompanying execution of the clutch engagement control routine by the present control device in the above case will be described. As shown in FIG. 4A, the foot brake pressure of the vehicle with the engine stopped by the idling stop function is released at time t1. Thereby, a clutch engagement control routine is started. At this time, in the above case, as shown in FIG. 4B, the accelerator opening degree TA is 0 (that is, the throttle valve is closed).

  Therefore, the CPU executes the clutch engagement control according to the method (1) as described above. Specifically, the engine is started by the idling stop function, and the rotational speed TR of the output shaft of the torque converter starts to increase at time t2, as shown in FIG. Then, as shown in FIG. 4D, the CPU controls the degree of clutch engagement so that the clutch torque CT gradually increases to a predetermined target value CTt at a predetermined increase rate ΔCT. . Thus, since the CPU executes the clutch engagement control according to the method (1), it is possible to reduce the impact associated with the engagement of the clutch.

  By the way, in the example shown in FIG. 4C, the rotational speed TR once increases greatly immediately after the time t2. Thereafter, as the time approaches the time t3, the load increases and the rotational speed TR gradually decreases as the clutch torque CT increases toward the target value CTt (that is, the engagement of the clutch advances). Thus, in the method (1), the CPU does not perform any special control on the rotational speed TR of the output shaft of the torque converter. However, as described above, the rate of increase of the clutch torque and the target value are small in the engine output in the idling state in which the throttle valve is closed, and the torque accompanying the engagement of the clutch and the rotational speed disturbance of the output shaft of the torque converter are small. Can be set in advance. As a result, the rotational speed disturbance of the output shaft of the torque converter can be reduced.

  On the other hand, when it is determined in step 310 that the throttle valve is not closed (step 310: No), the CPU proceeds to the next step 330 and selects the above-described method (2) as the method of clutch engagement control. . Then, the CPU proceeds to the next step 340 and executes clutch engagement control according to the method (2). Specifically, the CPU engages the hydraulic clutch so that the rotational speed of the output shaft of the torque converter approaches a target rotational speed determined based on the rotational speed of the engine according to the opening degree of the throttle valve. The degree of clutch engagement is controlled by increasing or decreasing the hydraulic pressure.

  Here, transition of the rotational speed TR of the output shaft (turbine runner) of the torque converter and the clutch torque CT accompanying execution of the clutch engagement control routine by the present control device in the above case will be described. As shown in FIG. 5A, in this case as well, the foot brake pressure of the vehicle in which the engine is stopped by the idling stop function is released at time t1. Thereby, a clutch engagement control routine is started. At this time, in the above case, as shown in FIG. 5B, the accelerator opening degree TA is not 0 (that is, the throttle valve is open).

  Therefore, the CPU executes the clutch engagement control according to the method (2) as described above. Specifically, the engine is started by the idling stop function, and as shown in FIG. 5C, the rotational speed TR of the output shaft of the torque converter starts increasing at time t2. Then, as shown in FIG. 5 (c), the CPU sets a target in which the rotational speed TR (solid line) of the output shaft of the torque converter is determined based on the engine rotational speed NE corresponding to the opening of the throttle valve. The degree of clutch engagement is controlled so as to approach the rotational speed TRt (broken line). Thus, since the CPU executes the clutch engagement control according to the method (2), it is possible to reduce the rotational speed disturbance such as turbine blowing and the variation in the clutch engagement time.

  By the way, in the method (2), the CPU does not perform any special control on the clutch torque CT. As a result, as shown in FIG. 5 (d), the clutch torque TR cannot be raised smoothly at a predetermined rate of increase, and there is a possibility that the impact associated with the engagement of the clutch cannot be reduced. is there. However, in this case, as described above, the acceleration of the vehicle is not 0 (zero), and a certain amount of vehicle vibration and / or impact is generated, so that it is difficult for the occupant to feel the impact associated with the engagement of the clutch. As a result, the impact associated with the engagement of the clutch is unlikely to be a problem.

  As described above, according to the present control device, when the clutch is engaged after the engine is started by the idling stop function in the vehicle, the method of controlling the degree of engagement of the clutch is determined as the throttle valve opening degree. Switch according to. As a result, there is a problem that an impact caused by the engagement of the clutch is generated, or the driving feeling is deteriorated due to a disturbance in the rotational speed of the turbine runner of the torque converter and / or a variation in the engagement time of the clutch. Can be reduced.

  By the way, in the above example, the case where the present control device is applied to a vehicle having a hydraulic clutch has been described. However, as described above, the configuration of the clutch for switching whether or not the driving force generated from the engine is transmitted to the driving wheels is not particularly limited. Specifically, instead of the hydraulic clutch, a clutch such as an electromagnetic clutch can be employed. In this case, the degree of engagement of the clutch is controlled by increasing or decreasing the electric power for engaging the clutch. be able to.

  In the above, for the purpose of explaining the present invention, several embodiments and modifications having specific configurations have been described with reference to the accompanying drawings. However, the scope of the present invention is not limited to these illustrative examples. It should be understood that the present invention should not be construed as being limited to the embodiments and the modifications, and that appropriate modifications can be made within the scope of the matters described in the claims and the specification.

  DESCRIPTION OF SYMBOLS 100 ... Vehicle, 110 ... Engine, 120 ... Torque converter, 121 ... Pump impeller, 122 ... Turbine runner, 130 ... Clutch, 140 ... Transmission mechanism, 150 ... Drive shaft, 160, 160L and 160R ... Drive wheel, 170 DESCRIPTION OF SYMBOLS ... Power transmission mechanism, 180 ... Various sensor groups, 181 ... Brake sensor, 182 ... Throttle opening sensor, 183 ... Wheel speed sensor, 184 ... Shift position sensor, 185 ... Turbine rotational speed sensor, 190 ... Electronic control unit (ECU) ), 191... Engine control device (E-ECU), and 192... Transmission mechanism control device (T-ECU).

Claims (1)

In a vehicle having an idling stop function which is a function of stopping the engine when a predetermined engine stop condition is satisfied and starting the engine when the engine stop condition is not satisfied, A clutch control device for controlling an engagement state of a clutch interposed therebetween,
When the clutch is engaged after the engine is started by the idling stop function,
When it is determined that the throttle valve is closed, the clutch torque, which is the torque transmitted from the engine side to the drive wheel side by the clutch, is increased to a predetermined target value at a predetermined increase rate. Control the degree of clutch engagement,
When it is determined that the throttle valve is open, a target rotational speed in which the rotational speed of the output shaft of the torque converter included in the vehicle is determined based on the rotational speed of the engine according to the opening of the throttle valve Controlling the degree of engagement of the clutch so as to approach
Clutch control device.

Images