JP6468110B2 - VEHICLE DRIVE DEVICE AND CONTROL METHOD FOR VEHICLE DRIVE DEVICE - Google Patents

Description

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

  Patent Document 1 discloses a technique related to inertial traveling control in which inertial traveling is performed by automatically stopping an engine during traveling of a vehicle.

JP 2014-97695 A

  When the engine is restarted during inertial running, it is conceivable to restart the engine while transmitting power from the drive wheels to the engine.

  However, in this case, when combustion starts in the engine, power is transmitted from the engine to the drive wheels. As a result, there is a risk that a driving shock may occur and the driver may feel uncomfortable. In this case, since it is necessary to consider the inertia and friction of the entire drive train of the vehicle including the drive wheels as the engine load, the energy required for restarting the engine increases and the fuel consumption may be impaired. is there.

  The present invention has been made in view of such technical problems, and a vehicle drive device and a vehicle drive capable of improving travel shock and fuel consumption when restarting an engine stopped by inertial travel control. An object is to provide a method for controlling an apparatus.

A vehicle drive device according to an aspect of the present invention includes an automatic transmission mechanism provided in a power transmission path that transmits power from an engine mounted on a vehicle to a drive wheel of the vehicle, and the engine and the automatic in the power transmission path. A first clutch provided between the transmission mechanism, a second clutch provided between the automatic transmission mechanism and the drive wheels in the power transmission path, and the inertia of the engine by automatically stopping when the vehicle travels If the pre-restart condition for the engine is satisfied during inertial traveling control for traveling, the torque transmitted by the second clutch is increased with the first clutch released or slipped, and then the second clutch SaiHajime from but reduces the torque to be transmitted, performs a clutch control for increasing the torque of the first clutch is transmitted from the engine And a control unit for instructing the.

According to another aspect of the present invention, an automatic transmission mechanism provided in a power transmission path for transmitting power from an engine mounted on a vehicle to the drive wheels of the vehicle, and the engine and the automatic transmission mechanism in the power transmission path And a second clutch provided between the automatic transmission mechanism and the drive wheel in the power transmission path, the vehicle drive device control method comprising: When the pre-restart condition for the engine is satisfied during inertial traveling control in which the engine is automatically stopped during inertial traveling, the second clutch is transmitted with the first clutch released or slipped. increasing torque, it said then, after reducing the torque which the second clutch is transmitted, together with increasing the torque of the first clutch is transmitted Performing the restart instruction of the engine, the control method including a vehicle drive device is provided for.

  According to these aspects, during the sailing stop control, the torque transmitted by the second clutch is increased while the first clutch is released or slipped. Therefore, when the second clutch is in the released state before increasing the torque transmitted by the second clutch, the power transmitted from the drive wheels can be stored as inertia energy in, for example, an automatic transmission mechanism. Further, even if the second clutch is in the slip state before increasing the torque transmitted by the second clutch, the energy to be stored can be increased.

  According to these aspects, after that, the torque transmitted by the second clutch is decreased, and then the torque transmitted by the first clutch is increased, whereby the engine is cranked by using the stored energy. Can do.

  At this time, since the torque transmitted by the second clutch is reduced, power transmission from the restarting engine to the drive wheels can be cut off or suppressed, and the load on the restarting engine can be reduced.

  For this reason, according to these aspects, when restarting the engine stopped by inertial traveling control, traveling shock and fuel consumption can be improved.

It is a schematic block diagram of the vehicle carrying the vehicle drive device of embodiment. It is a figure which shows an example of control of embodiment by a flowchart. It is a figure which shows an example of the timing chart corresponding to control of embodiment.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. The gear ratio of the variator is a value obtained by dividing the input rotation speed by the output rotation speed, and is referred to as Low when the gear ratio is large and High when the gear ratio is small.

  FIG. 1 is a schematic configuration diagram of a vehicle. The vehicle includes an engine 1, a torque converter 2, a variator 3, a clutch 4, a final reduction mechanism 5, and drive wheels 6.

  The engine 1 constitutes a vehicle driving source. The output of the engine 1 is transmitted to the drive wheels 6 through the torque converter 2, the variator 3, the clutch 4 and the final reduction mechanism 5. In other words, the torque converter 2, the variator 3, the clutch 4, and the final reduction mechanism 5 are provided in a power transmission path that transmits power from the engine 1 to the drive wheels 6.

  The torque converter 2 transmits power through the fluid. In the torque converter 2, the power transmission efficiency can be increased by fastening the lockup clutch 2a. The lockup clutch 2a constitutes a first clutch provided between the engine 1 and the variator 3 in the power transmission path described above. Hereinafter, the lock-up clutch 2a is referred to as the LU clutch 2a.

  The variator 3 includes a primary pulley 31, a secondary pulley 32, and a belt 33 wound around the primary pulley 31 and the secondary pulley 32. Hereinafter, the primary is also referred to as PRI and the secondary is also referred to as SEC. The variator 3 constitutes a belt-type continuously variable transmission mechanism that changes speed by changing the winding diameter of the belt 33 by changing the groove widths of the PRI pulley 31 and the SEC pulley 32, respectively.

  The PRI pulley 31 includes a fixed pulley 31a, a movable pulley 31b, and a PRI chamber 31c. In the PRI pulley 31, by controlling the primary pressure supplied to the PRI chamber 31c, the movable pulley 31b is operated and the groove width of the PRI pulley 31 is changed.

  The SEC pulley 32 includes a fixed pulley 32a, a movable pulley 32b, and an SEC chamber 32c. In the SEC pulley 32, the movable pulley 32b operates by controlling the secondary pressure supplied to the SEC chamber 32c, and the groove width of the SEC pulley 32 is changed.

  The belt 33 has a V-shaped sheave surface formed by a fixed pulley 31a and a movable pulley 31b of the PRI pulley 31 and a V-shape formed by a fixed pulley 32a and a movable pulley 32b of the SEC pulley 32. Wound around the sheave surface.

  The clutch 4 constitutes a second clutch provided between the variator 3 and the drive wheel 6 in the power transmission path described above. Specifically, the clutch 4 is provided between the variator 3 and the final reduction mechanism 5 in the power transmission path, and performs power transmission and power interruption.

  Specifically, the clutch 4 is a friction clutch, which transmits power in the engaged or slipped state and shuts off the power in the released state. The same applies to the LU clutch 2a. In other words, the released state is a state in which power is not transmitted, and includes, for example, a stein-by state in which the vehicle waits immediately before the slip state. In the LU clutch 2a and the clutch 4, the transmission torque can be reduced by reducing the torque capacity, and the transmission torque can be increased by increasing the torque capacity.

  The final deceleration mechanism 5 transmits the output rotation from the clutch 4 to the drive wheels 6. The final reduction mechanism 5 includes a plurality of gear trains and differential gears. The final reduction mechanism 5 rotates the drive wheels 6 via the axle.

  The vehicle further includes a first oil pump 10, a second oil pump 11, a hydraulic control circuit 12, and a controller 13.

  The first oil pump 10 is a mechanical oil pump that is driven by the engine 1 to discharge oil. The second oil pump 11 is an electric oil pump and is used as a sub oil pump that supplies hydraulic pressure when the first oil pump 10 is stopped. The variator 3 is supplied with hydraulic pressure using the first oil pump 10 and the second oil pump 11 as hydraulic pressure sources.

  The hydraulic control circuit 12 adjusts the pressure of oil discharged from the first oil pump 10, that is, the hydraulic pressure, and transmits the adjusted pressure to each part of the variator 3. In the hydraulic control circuit 12, for example, the line pressure PL, the PRI pressure, and the SEC pressure, which are original pressures, are adjusted. The hydraulic control circuit 12 also supplies hydraulic pressure to the torque converter 2 and the clutch 4.

  The controller 13 is an electronic control unit, and a signal from the sensor / switch group 14 is input to the controller 13.

  The sensor switch group 14 includes, for example, an accelerator opening sensor that detects the accelerator opening APO, a brake sensor that detects a brake depression force based on the depression amount BRP of the brake pedal, a vehicle speed sensor that detects the vehicle speed Vsp, and a rotational speed Ne. An engine rotation speed sensor for detecting

  The sensor switch group 14 further includes, for example, a PRI pressure sensor that detects the PRI pressure, a SEC pressure sensor that detects the SEC pressure, a PRI rotation speed sensor that detects the rotation speed Npri that is the input side rotation speed of the PRI pulley 31, , The SEC rotation speed sensor that detects the rotation speed Nsec that is the output-side rotation speed of the SEC pulley 32, the inhibitor switch that detects the operation position of the shift lever, the temperature of oil used to supply hydraulic pressure to the variator 3, etc. An oil temperature sensor is detected.

  The controller 13 controls the hydraulic control circuit 12 based on a signal from the sensor / switch group 14. The transmission ratio of the variator 3 is changed by controlling the oil discharged from the first oil pump 10 and the second oil pump 11 by the hydraulic control circuit 12 and the controller 13.

  In the present embodiment, the vehicle drive device 100 includes a variator 3, an LU clutch 2a, a clutch 4, a first oil pump 10, a second oil pump 11, a hydraulic control circuit 12, a controller 13, and a sensor. The switch group 14 is configured.

  By the way, in a vehicle, in order to improve the fuel consumption of the engine 1, sailing stop control is performed. Sailing stop control is inertial traveling control in which inertial traveling is performed by automatically stopping the engine 1 when the vehicle is traveling.

  The sailing stop control is executed when the vehicle speed Vsp is higher than the set vehicle speed, the accelerator pedal is not depressed, and the brake pedal is not depressed. In other words, the execution conditions of the sailing stop control include these cases as conditions. The execution condition of the sailing stop control can further include, for example, that the gear ratio of the variator 3 is the minimum gear ratio, the oil temperature condition, and the like. Hereinafter, the sailing stop control is simply referred to as SS control.

  In the SS control, the engine 1 is stopped and the torque transmitted by the clutch 4 is reduced. Specifically, the clutch 4 is released by SS control. As a result, the load on the drive wheels 6 is reduced and the inertial travel distance increases, so that the fuel efficiency improvement by stopping the engine 1 and the fuel efficiency improvement by increasing the inertial travel distance are achieved.

  In the present embodiment, the LU clutch 2a is also released by SS control. The LU clutch 2a and the clutch 4 may be in a slip state by reducing the torque capacity. Regarding the execution condition of the SS control, the set vehicle speed can be set to a vehicle speed at which the SS control is stopped. The set vehicle speed can be set in advance by experiments or the like.

  Next, an example of the control performed by the controller 13 will be described using the flowchart shown in FIG. The controller 13 can repeatedly execute the processing shown in this flowchart every minute time. The controller 13 can perform the process shown in this flowchart during the SS control.

  In step S1, the controller 13 determines whether or not a restart precondition for the engine 1 is satisfied. In the present embodiment, the restart precondition is that the vehicle speed Vsp falls below a predetermined vehicle speed Vrst. The predetermined vehicle speed Vrst is a determination value for determining whether to increase the torque transmitted by the clutch 4, in other words, whether to allow an increase in the transmission torque of the clutch 4, and is set in advance by an experiment or the like. be able to. The restart precondition may further include an oil temperature condition and the like.

  If a negative determination is made in step S1, the processing of this flowchart is temporarily terminated. If the determination is affirmative in step S1, the process proceeds to step S2. In step S2, the controller 13 determines whether or not the restart condition of the engine 1 is not satisfied. The restart condition of the engine 1 will be described later. If the determination is affirmative in step S2, the process proceeds to step S3.

  In step S <b> 3, the controller 13 controls the second oil pump 11. That is, during SS control, the first oil pump 10 is also stopped along with the stop of the engine 1. For this reason, the controller 13 can ensure the hydraulic pressure required for the clutch control and the gear ratio control executed according to the establishment of the restart precondition, and the second oil pump according to the establishment of the restart precondition. 11 is controlled.

  In step S4, the controller 13 increases the torque transmitted by the clutch 4. Specifically, the controller 13 fastens the clutch 4 with the LU clutch 2a being released. As described above, the LU clutch 2a is released by SS control.

  In step S5, the controller 13 determines whether or not the rotation speed Npri is higher than the set rotation speed Nchg. The set rotational speed Nchg is a determination value for determining whether energy necessary for cranking of the engine 1 is stored in the variator 3 or the like, and can be set in advance by an experiment or the like.

  In the determination in step S5, the rotational speed Npri may be the turbine rotational speed Ntur of the torque converter 2. In the present embodiment, the turbine rotation speed Ntur and the rotation speed Npri are the same. If a negative determination is made in step S5, the processing of this flowchart is temporarily ended. If the determination is affirmative in step S5, the process proceeds to step S6.

  In step S6, the controller 13 decreases the torque transmitted by the clutch 4. Specifically, the controller 13 releases the clutch 4.

  In step S7, the controller 13 determines whether or not the speed ratio of the variator 3 is smaller than a predetermined value. The predetermined value is a determination value for determining whether or not to increase the transmission ratio of the variator 3, and can be set in advance by an experiment or the like. The predetermined value can be, for example, the lowest gear ratio that is the largest gear ratio. If the determination is affirmative in step S7, the process proceeds to step S8.

  In step S8, the controller 13 performs gear ratio control for increasing the gear ratio of the variator 3. After step S8, the process of this flowchart is once ended. The gear ratio of the variator 3 becomes a predetermined value by repeatedly performing the process of step S8 in the subsequent routine. If the speed ratio of the variator 3 is a predetermined value, an affirmative determination is made in step S7, and the processing of this flowchart is temporarily ended.

  In the present embodiment, the engine 1 restart condition is determined to be affirmative in step S5 and negative in step S7, in addition to the establishment of the restart precondition for the engine 1. For this reason, if a negative determination is made in step S7, the restart condition of the engine 1 is satisfied. As a result, in the next routine, a negative determination is made in step S2, and the process proceeds to step S9.

  In step S9, the controller 13 increases the torque transmitted by the LU clutch 2a. Specifically, the controller 13 gradually increases the torque capacity of the LU clutch 2a. Thereby, the cranking of the engine 1 can be performed with the energy stored in the variator 3 or the like.

  As a result of the negative determination of the restart condition of the engine 1 in step S7, the controller 13 performs the gear ratio control shown in step S8 before increasing the torque transmitted by the LU clutch 2a in step S9. . The controller 13 may engage the LU clutch 2a in step S9.

  In step S <b> 10, the controller 13 issues a restart instruction for the engine 1. The controller 13 can issue a restart instruction for the engine 1 by outputting a restart signal to the controller for engine control.

  In step S11, the controller 13 determines whether or not the engine 1 has been restarted. Whether or not the engine 1 has been restarted can be determined, for example, by whether or not the first explosion has been performed in the engine 1. Whether or not the engine 1 has restarted may be determined by a controller for engine control. In this case, the controller 13 has restarted depending on whether or not the controller 13 has received a signal indicating that the engine 1 has restarted. It can be determined whether or not. If a negative determination is made in step S11, the processing of this flowchart is temporarily ended.

  If a negative determination is made in step S11, the processes of step S9 and step S10 are performed until the engine 1 is restarted in the subsequent routine. When the engine 1 is restarted, an affirmative determination is made in step S11, and the process proceeds to step S12.

  In step S12, the controller 13 stops the second oil pump 11. Further, the controller 13 increases the torque transmitted by the clutch 4 in step S13. Specifically, the controller 13 engages the clutch 4. Thereby, the vehicle travel by the engine 1 can be performed. After step S13, the process of this flowchart is once ended.

  The controller 13 may perform the gear ratio control shown in step S8 by performing the determination shown in step S7 between step S4 and step S6, specifically, for example, between step S4 and step S5.

  The LU clutch 2a may not be released or slipped by SS control, and may be released or slipped between step S3 and step S4, for example. Therefore, in the SS control, the engine 1 is automatically stopped, and at least the torque transmitted by the clutch 4 out of the LU clutch 2a and the clutch 4 can be reduced.

  The restart precondition may be that an acceleration request is made to the engine 1 by depressing an accelerator pedal or the like. In this case, the restart precondition can further include that the vehicle speed Vsp is higher than the predetermined vehicle speed Vrst.

  The controller 13 functions as a control unit that performs control including clutch control and speed ratio control by performing the processing of this flowchart including the processing of step S4, step S6, step S8, and step S9. The controller 13 includes a control unit by functioning as a control unit. It may be understood that the control unit includes the hydraulic control circuit 12 and the controller 13.

  Next, main effects of the vehicle drive device 100 will be described.

  FIG. 3 is a diagram illustrating an example of a timing chart corresponding to the control illustrated in FIG. In FIG. 3, as a comparative example, the case where the clutch 4 is engaged for the first time at the timing T4 during the SS control and then the engine 1 is restarted is also shown by a broken line.

  At timing T1, the vehicle speed Vsp becomes lower than the predetermined vehicle speed Vrst. For this reason, the restart precondition is satisfied at the timing T1. Further, the second oil pump 11 is controlled according to the establishment of the restart condition, and the clutch 4 is engaged. As a result, energy can be stored in the variator 3 or the like. The second oil pump 11 is controlled so as to supply a hydraulic pressure necessary for engaging the clutch 4. As a result, the discharge amount of the second oil pump 11 becomes larger than before the timing T1.

  At timing T1, the acceleration G of the vehicle changes in the deceleration direction in accordance with the engagement of the clutch 4. However, since the LU clutch 2a is released, the change is suppressed more than when the LU clutch 2a is engaged.

  At the timing T2, as a result of the rotational speed Npri becoming higher than the set rotational speed Nchg, the clutch 4 is released. Further, from the timing T2, the transmission ratio control of the variator 3 is started, and the transmission ratio of the variator 3 is increased. The second oil pump 11 is controlled so as to supply a hydraulic pressure necessary for the gear ratio control of the variator 3. As a result, the discharge amount of the second oil pump 11 becomes larger than before the timing T2.

  At timing T2, the acceleration G of the vehicle changes in the acceleration direction in accordance with the release of the clutch 4. However, since the LU clutch 2a is released, the change is suppressed more than when the LU clutch 2a is engaged.

  At timing T3, the restart condition is satisfied in accordance with the completion of the gear ratio control of the variator 3. As a result, the restart signal of the engine 1 is turned ON, and the engagement of the LU clutch 2a is started. The second oil pump 11 is controlled so as to supply hydraulic pressure necessary for fastening the LU clutch 2 a and preventing the belt 23 from slipping. As a result, the discharge amount of the second oil pump 11 becomes smaller than before the timing T3.

  From timing T3, the torque capacity of the LU clutch 2a is gradually increased. In response to this, the energy stored in the variator 3 or the like is supplied to the engine 1, and the rotational speed Ne of the engine 1 increases. The load applied to the engine 1 also increases according to the state of the LU clutch 2a. The discharge amount of the first oil pump 10 increases according to the rotational speed Ne.

  At timing T4, the engine 1 is restarted. For this reason, at the timing T4, the second oil pump 11 is stopped and the clutch 4 is engaged. The load applied to the engine 1 further increases as the clutch 4 is engaged. After the timing T4, the engine 1 drives the vehicle.

  At timing T3, the LU clutch 2a can be engaged as described above. In order to prevent the belt 23 from slipping when the LU clutch 2a is engaged, for example, the belt 23 is made of resin or the like, whereby the friction coefficient of the belt 23 can be increased. Alternatively, an external oil pump that is an oil pump other than the first oil pump 10 and the second oil pump 11 may supply hydraulic pressure necessary to prevent the belt 23 from slipping. The same may be applied when gradually increasing the torque capacity of the LU clutch 2a.

  In the case of the comparative example indicated by the broken line, the clutch 4 is engaged for the first time at timing T4, and then cranking of the engine 1 is started. For this reason, the change of the acceleration G of the vehicle according to the engagement and disengagement of the clutch 4 does not occur at the timing T1 and the timing T2.

  However, in this case, as a result of engaging the clutch 4 while the rotational speed Ne of the engine 1 is zero, a large load is applied to the engine 1 at a time, and the acceleration G changes greatly in the deceleration direction. In addition, when the engine 1 is restarted in this state, power is transmitted from the restarted engine 1 to the drive wheels 6, so that the acceleration G changes greatly in the acceleration direction. As a result, a large running shock occurs.

  In this case, it is necessary to consider the inertia and friction of the entire drive train of the vehicle including the drive wheels 6 as the load of the engine 1. For this reason, the energy required for restarting the engine 1 also increases.

  In view of such circumstances, the vehicle drive device 100 releases or slips the LU clutch 2a when a pre-restart condition of the engine 1 is established during the variator 3, the LU clutch 2a, the clutch 4, and the SS control. And a controller 13 that performs clutch control to increase the torque transmitted by the LU clutch 2a after increasing the torque transmitted by the clutch 4 in a state where the torque is transmitted and then decreasing the torque transmitted by the clutch 4.

  According to the vehicle drive device 100 having such a configuration, the torque transmitted by the clutch 4 is increased while the LU clutch 2a is released or slipped during the SS control. For this reason, when the clutch 4 is in the released state before increasing the torque transmitted by the clutch 4, the power transmitted from the drive wheels 6 can be stored in the variator 3 or the like as inertial energy. Moreover, even if the clutch 4 is in a slip state before increasing the torque transmitted by the clutch 4, the energy to be stored can be increased.

  Moreover, according to the vehicle drive device 100 having such a configuration, after the torque transmitted by the clutch 4 is decreased, the torque transmitted by the LU clutch 2a is increased, thereby using the stored energy. The engine 1 can be cranked.

  At this time, since the torque transmitted by the clutch 4 is reduced, power transmission from the engine 1 to be restarted to the drive wheels 6 is cut off or suppressed, and the load on the engine 1 to be restarted can be reduced. it can.

  For this reason, according to the vehicle drive device 100 having such a configuration, it is possible to improve the travel shock and the fuel consumption when restarting the engine 1 stopped by the SS control (effects corresponding to claims 1 and 6). ).

  In the vehicle drive device 100, the variator 3 is a belt-type continuously variable transmission mechanism, and the controller 13 gradually increases the torque capacity of the LU clutch 2a in the clutch control, thereby increasing the torque transmitted by the LU clutch 2a. Let

  According to the vehicle drive device 100 having such a configuration, it is possible to crank the engine 1 while suppressing the occurrence of slipping of the belt 23 (effect corresponding to claim 2).

  The clutch control may be a control for increasing the torque transmitted by the LU clutch 2a after the clutch 4 is engaged with the LU clutch 2a released and then the clutch 4 is released.

  According to the vehicle drive device 100 having such a configuration, the loss of transmission torque can be suppressed, so that the time required for restarting the engine 1 can be shortened. As a result, the restartability of the engine 1 can also be improved (effect corresponding to claim 3).

  In the vehicle drive device 100, the restart precondition of the engine 1 is a condition including that the vehicle speed Vsp falls below a predetermined vehicle speed Vrst or that an acceleration request for the engine 1 is made.

  According to the vehicle drive device 100 configured as described above, clutch control can be appropriately started during SS control (effect corresponding to claim 4).

  In the vehicle drive device 100, the controller 13 further performs speed ratio control for increasing the speed ratio of the variator 3 before increasing the torque transmitted by the LU clutch 2a.

  According to the vehicle drive device 100 having such a configuration, the engine 1 is cranked by increasing the torque absorbed by the engine 1 side relative to the PRI pulley 31 and the variator 3, specifically, for example, the turbine of the torque converter 2. (Effect corresponding to claim 5).

  The embodiment of the present invention has been described above, but the above embodiment is merely a part of an application example of the present invention, and the technical scope of the present invention is limited to the specific configuration of the above embodiment. is not.

  In the embodiment described above, the case where the variator 3 as the automatic transmission mechanism is a belt-type continuously variable transmission mechanism has been described. However, the variator 3 as the automatic transmission mechanism may be, for example, a toroidal continuously variable transmission mechanism. The automatic transmission mechanism may be a so-called automatic transmission that is a stepped automatic transmission mechanism.

  In the above-described embodiment, the case where the LU clutch 2a is the first clutch and the clutch 4 is the second clutch has been described. However, for example, a forward / reverse switching mechanism or a dog clutch that can function as a clutch may be used as the first clutch or the second clutch.

  In the above-described embodiment, the case where the controller is realized by the controller 13 has been described. However, the control unit may be realized by a plurality of controllers, for example.

1 Engine 2 Torque converter 2a LU clutch (first clutch)
3 Variator (automatic transmission mechanism)
4 Clutch (second clutch)
5 Final Deceleration Mechanism 6 Drive Wheel 10 First Oil Pump 11 Second Oil Pump 12 Hydraulic Control Circuit 13 Controller (Control Unit)
100 Vehicle drive device

Claims (6)

An automatic transmission mechanism provided in a power transmission path for transmitting power from an engine mounted on the vehicle to the drive wheels of the vehicle;
A first clutch provided between the engine and the automatic transmission mechanism in the power transmission path;
A second clutch provided between the automatic transmission mechanism and the drive wheel in the power transmission path;
If the pre-restart condition for the engine is satisfied during inertial traveling control in which the engine is automatically stopped during inertial traveling when the vehicle is traveling, the second clutch is disengaged or slipped. A control unit for increasing the torque to be transmitted, and then reducing the torque transmitted by the second clutch and then performing clutch control for increasing the torque transmitted by the first clutch and instructing restart of the engine ; ,
A vehicle drive device comprising: The vehicle drive device according to claim 1,
The automatic transmission mechanism is a belt type continuously variable transmission mechanism,
The control unit increases the torque transmitted by the first clutch by gradually increasing the torque capacity of the first clutch in the clutch control.
The vehicle drive device characterized by the above-mentioned. The vehicle drive device according to claim 1,
The clutch control is a control to increase the torque transmitted by the first clutch after the second clutch is engaged with the first clutch released, and then the second clutch is released.
The vehicle drive device characterized by the above-mentioned. The vehicle drive device according to any one of claims 1 to 3,
The engine restart precondition includes that the vehicle speed falls below a predetermined vehicle speed, or that an acceleration request for the engine is made.
The vehicle drive device characterized by the above-mentioned. The vehicle drive device according to any one of claims 1 to 4,
The control unit further performs speed ratio control for increasing a speed ratio of the automatic speed change mechanism before increasing the torque transmitted by the first clutch.
The vehicle drive device characterized by the above-mentioned. An automatic transmission mechanism provided in a power transmission path for transmitting power from an engine mounted on the vehicle to the drive wheels of the vehicle; and a first clutch provided between the engine and the automatic transmission mechanism in the power transmission path; A control method for a vehicle drive device comprising: a second clutch provided between the automatic transmission mechanism and the drive wheel in the power transmission path,
If the pre-restart condition for the engine is satisfied during inertial traveling control in which the engine is automatically stopped during inertial traveling when the vehicle is traveling, the second clutch is disengaged or slipped. Increasing the torque to be transmitted and then decreasing the torque transmitted by the second clutch, and then increasing the torque transmitted by the first clutch and instructing the engine to restart .
A control method for a vehicle drive device.

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