JP2014214678A - Vehicle drive system - Google Patents

Abstract

An object of the present invention is to provide a vehicle drive device capable of preventing an excessive increase in engine rotation speed when a vehicle equipped with a manual clutch is started. A clutch torque acquisition unit 10 that acquires a clutch torque Tc generated by a clutch 3, a clutch temperature acquisition unit 10 that acquires a clutch temperature Tmpc, and a start time based on the clutch torque Tc and the clutch temperature Tmpc. The engine torque calculation unit 10 at the start for calculating the engine torque Tes and the engine control unit 10 that controls the engine 2 so as to be the engine torque Tes at the start when the vehicle 100 starts. [Selection] Figure 1

Description

  The present invention relates to a vehicle drive device that controls the start of a vehicle in a vehicle having a manual clutch.

  In an automobile equipped with a manual transmission and a manual clutch, at the time of start, the driver depresses the clutch pedal to disengage the clutch, and shifts the manual transmission to the first speed. The driver then depresses the accelerator pedal to increase the engine rotation speed, gradually returns the clutch pedal to engage the clutch, and transmits the engine torque to the wheels. In this way, the driver can perform a smooth start by performing an operation of harmonizing the depression of the accelerator pedal, that is, the engine output (engine speed) and the return of the clutch pedal, that is, the engagement of the clutch (engine load). It is carried out.

  Patent Document 1 discloses a technique for limiting engine torque and preventing overheating of a clutch when a clutch temperature exceeds a predetermined temperature and a clutch differential rotation speed exceeds a predetermined value in an automobile equipped with a manual transmission and a clutch. Is disclosed.

US 2008/0147288 A1

  In the technique disclosed in Patent Document 1, when the clutch temperature becomes equal to or higher than a predetermined temperature and the clutch differential rotation speed exceeds the predetermined rotation speed, the engine torque is limited. For this reason, when the amount of depression of the clutch pedal is reduced and the clutch torque is increased while the engine torque is limited, the engine speed is reduced. In general, the maximum engine torque that can be output by the engine depends on the engine speed. For this reason, once the engine rotation speed is reduced, the maximum engine torque is limited even if an attempt is made to increase the engine torque, causing a problem that the vehicle cannot start and accelerate as intended by the driver.

  Therefore, the present invention has been made in view of such circumstances, and a vehicle capable of preventing a decrease in engine rotational speed while preventing overheating of the clutch when starting a vehicle equipped with a manual clutch. An object of the present invention is to provide a driving device for a vehicle.

  In order to solve the above-mentioned problem, the invention according to claim 1 is provided between the drive shaft of the engine and the input shaft of the manual transmission, and the clutch torque between the drive shaft and the input shaft is clutched. A clutch that is variable by operating a member; a clutch torque acquisition unit that acquires the clutch torque generated by the clutch; a clutch temperature acquisition unit that acquires a temperature of the clutch; and the clutch torque and the temperature of the clutch And an engine control unit for controlling the engine so that the engine torque at the time of starting is equal to the engine torque at the time of starting.

  According to a second aspect of the present invention, in the first aspect of the invention, the engine start speed upper limit calculating unit for starting calculates a lower start engine speed upper limit as the clutch temperature becomes higher. The hour engine torque calculation unit calculates a starting engine torque based on the clutch torque and a differential rotation speed between the engine rotation speed and the starting engine rotation speed upper limit.

  According to a third aspect of the present invention, in the first or second aspect of the present invention, the engine control unit is configured to obtain the starting engine torque when the rotational speed of the engine is equal to or higher than a predetermined rotational speed. To control the engine.

  According to a fourth aspect of the present invention, in the first to third aspects of the invention, a required engine torque is calculated based on an operation amount of an engine operation member for variably operating the engine torque output by the engine. The engine control unit controls the engine so that the required engine torque is equal to the required engine torque when the required engine torque is equal to or less than the starting engine torque.

  According to a fifth aspect of the present invention, in the first to fourth aspects of the invention, based on a load acting on the engine, a maintenance torque that is a torque necessary to maintain the rotational speed of the engine is calculated. The start-up engine torque calculation unit calculates the start-up engine torque in consideration of the maintenance torque.

  According to a sixth aspect of the present invention, in the first to fifth aspects of the invention, the clutch torque acquisition unit is a clutch operation amount detection unit that detects an operation amount of the clutch operation member.

  According to a seventh aspect of the present invention, in the first to sixth aspects of the invention, the engine control unit is configured to be the engine torque at the start only when the vehicle speed is lower than a predetermined specified speed. Control the engine.

  The invention according to an eighth aspect is the invention according to any one of the first to seventh aspects, wherein the engine control unit is a braking force operating member for variably operating a braking force of a braking force generating unit that generates a braking force. Only when the engine is not operated, the engine is controlled so as to be the engine torque at the start.

  According to the first aspect of the present invention, when the vehicle starts, the engine is controlled so that the starting engine torque is calculated based on the clutch torque and the clutch temperature. In this way, the engine is controlled so as to have the starting engine torque calculated based on the temperature of the clutch, so that overheating of the clutch is prevented. That is, when the temperature of the clutch increases, an increase in engine torque at the time of start is suppressed, and as a result, an increase in engine rotation speed is suppressed. For this reason, an increase in the clutch differential rotation speed is suppressed, and overheating of the clutch is prevented.

  In addition, since the engine is controlled so as to have the starting engine torque calculated based on the clutch torque, a decrease in the engine rotation speed is prevented. That is, when the driver increases the amount of operation in the engagement direction of the clutch operation member and the clutch torque increases, the engine torque at the time of start increases with the increase of the clutch torque. For this reason, since the fall of an engine speed is prevented and the driving force which a driver | operator desires can be maintained, it becomes possible to provide the vehicle drive device excellent in drivability.

  On the other hand, when the driver decreases the operation amount in the engagement direction of the clutch operation member and the clutch torque decreases, the engine torque at the start is controlled to decrease as the clutch torque decreases. . For this reason, an unnecessary increase in the engine rotation speed is prevented, and noise generation and unnecessary fuel consumption are prevented.

  According to the second aspect of the present invention, the starting engine rotational speed upper limit calculation unit calculates a lower starting engine rotational speed upper limit as the clutch temperature increases. Then, the starting engine torque calculation unit calculates the starting engine torque based on the clutch torque and the difference rotational speed between the engine rotational speed and the starting engine rotational speed upper limit. Thus, since the lower start engine speed upper limit is calculated as the clutch temperature becomes higher, an increase in the start engine torque is suppressed. For this reason, when the clutch temperature is high, further overheating of the clutch is prevented, and deterioration of the clutch is prevented.

  According to the third aspect of the present invention, the engine control unit controls the engine so that the engine torque at the time of start is obtained when the rotational speed of the engine is equal to or higher than the predetermined rotational speed. As a result, when the engine speed is lower than the predetermined engine speed, normal engine control is performed, and engine control according to the accelerator operation by the driver is performed. For this reason, in a state where the rotational speed of the engine is lower than a predetermined rotational speed at which clutch overheating does not occur, the engine torque does not deviate from the driver's intention, so the driver does not feel uncomfortable.

  According to the fourth aspect of the invention, the engine control unit controls the engine so as to be the required engine torque when the required engine torque is equal to or less than the engine torque at the start. As a result, when the required engine torque is equal to or less than the starting engine torque, the engine is controlled so as to be the required engine torque reflecting the driver's intention. For this reason, since the engine torque does not deviate from the driver's intention, an excessive increase in the engine speed can be prevented while suppressing the driver's uncomfortable feeling.

  According to the fifth aspect of the present invention, the maintenance torque calculation unit calculates the maintenance torque based on the load acting on the engine, and the start time engine torque calculation unit takes the maintenance torque into account and calculates the start time engine torque. Calculate. As a result, the starting engine torque is calculated in consideration of the increase or decrease of the engine load. For this reason, it is possible to prevent an increase or decrease in the engine rotation speed accompanying an increase or decrease in the engine load. The engine load described above includes, for example, the operation of an air conditioner, a headlamp, an alternator for power generation, and the like.

  According to the invention which concerns on Claim 6, a clutch torque acquisition part is a clutch operation amount detection part which detects the operation amount of a clutch operation member. Thereby, a clutch torque can be acquired reliably with a simple structure.

  According to the seventh aspect of the invention, the engine control unit controls the engine so that the engine torque at the time of starting is obtained only when the vehicle speed is less than or equal to the predetermined specified speed. For this reason, when the driver performs an operation of disengaging the clutch for the purpose of shifting operation after the vehicle starts, the engine is not controlled to be the starting engine torque calculated based on the clutch torque. The driver does not feel uncomfortable without slowing down.

  According to the eighth aspect of the invention, the engine control unit controls the engine so that the engine torque at the time of starting is obtained only when the braking force operating member is not operated. As a result, when the braking force operating member is operated, the engine is not controlled so that the starting engine torque calculated based on the clutch torque is obtained. For this reason, the vehicle can be decelerated and stopped safely.

It is a block diagram of the vehicle drive device of this embodiment. It is an example of "clutch torque mapping data" representing the relationship between clutch stroke and clutch torque. It is a graph which shows the outline | summary of this embodiment, and is a graph which represents elapsed time on the horizontal axis and the engine rotational speed, input shaft rotational speed, engine torque, clutch torque, accelerator stroke, clutch stroke, and brake stroke on the vertical axis. 5 is a flowchart of “clutch / engine cooperative control”. 6 is a flowchart of “torque down control” that is a subroutine of “clutch / engine cooperative control” in FIG. 4. An example of “engine speed reduction torque calculation data”, which is mapping data representing the relationship between the difference between the engine speed upper limit Nl at start and the current engine speed Ne and the engine speed reduction torque Ten, is shown. FIG. 6 is a flowchart of “maintenance torque calculation processing” that is a subroutine of “torque down control” in FIG. 5. It is a figure showing "compressor auxiliary machine torque calculation data" which is the mapping data showing the relationship between engine rotational speed Ne and compressor auxiliary machine torque Tac. It is a figure showing "starting engine speed upper limit calculation data" which is mapping data showing the relationship between clutch temperature Tmpc and starting engine speed upper limit Nl.

(Vehicle description)
A vehicle drive apparatus 1 according to an embodiment of the present invention will be described with reference to FIG. FIG. 1 is a configuration diagram illustrating a configuration of a vehicle drive device 1 of a vehicle 100 including an engine 2. In FIG. 1, thick lines indicate mechanical connections between the devices, and arrows with broken lines indicate control signal lines.

  As shown in FIG. 1, an engine 2, a clutch 3, a manual transmission 4, and a differential 17 are arranged in series in the vehicle 100 in this order. The differential 17 is connected to drive wheels 18R and 18L of the vehicle 100. Drive wheels 18R and 18L are front wheels or rear wheels, or front and rear wheels of vehicle 100.

  The vehicle 100 includes an accelerator pedal 51 (engine operation member), a clutch pedal 53 (clutch operation member), and a brake pedal 56 (braking force operation member). The accelerator pedal 51 variably operates the engine torque output from the engine 2. The accelerator pedal 51 is provided with an accelerator sensor 52 that detects an accelerator stroke Ac that is an operation amount of the accelerator pedal 51.

  The clutch pedal 53 is for making the clutch 3 in a disconnected state or a connected state and making a clutch torque Tc described later variable. The vehicle 100 includes a master cylinder 55 that generates a hydraulic pressure corresponding to the operation amount of the clutch pedal 53. The master cylinder 55 is provided with a clutch sensor 54 (clutch operation amount detector) that detects the stroke of the master cylinder 55 (clutch stroke Cl).

  The brake pedal 56 is provided with a brake sensor 57 that detects an operation amount (brake stroke) of the brake pedal 56. The vehicle 100 includes a brake master cylinder (not shown) that generates a hydraulic pressure corresponding to the amount of operation of the brake pedal 56, and a brake device 19 (braking force) that generates a braking force on wheels according to the master pressure generated by the brake master cylinder. Generator).

  The engine 2 is a gasoline engine or a diesel engine that uses hydrocarbon fuel such as gasoline or light oil. The engine 2 includes a drive shaft 21, a throttle valve 22, an engine rotation speed sensor 23, an oil temperature sensor 25, and a fuel injection device 28. The drive shaft 21 rotates integrally with a crankshaft that is driven to rotate by a piston. In this way, the engine 2 outputs the engine torque Te to the drive shaft 21 and drives the drive wheels 18R and 18L. When the engine 2 is a gasoline engine, the cylinder head of the engine 2 is provided with an ignition device (not shown) for igniting the air-fuel mixture in the cylinder.

  The throttle valve 22 is provided in the course of taking air into the cylinder of the engine 2. The throttle valve 22 adjusts the amount of air taken into the cylinder of the engine 2. The fuel injection device 28 is provided in the middle of a path for taking air into the engine 2 or in the cylinder head of the engine 2. The fuel injection device 28 is a device that injects fuel such as gasoline or light oil.

  The engine rotation speed sensor 23 is disposed at a position adjacent to the drive shaft 21. The engine rotation speed sensor 23 detects an engine rotation speed Ne, which is the rotation speed of the drive shaft 21, and outputs a detection signal to the control unit 10. The oil temperature sensor 25 detects the oil temperature t of engine oil that lubricates the engine 2 and outputs a detection signal to the control unit 10. In the present embodiment, the drive shaft 21 of the engine 2 is connected to a flywheel 31 that is an input member of the clutch 3 described later.

  A generator 26 and a compressor 27 a of an air conditioner 27 are connected to the drive shaft 21 of the engine 2 or a shaft or gear that rotates in conjunction with the drive shaft 21. Generator 26 generates electric power necessary for vehicle 100.

  The clutch 3 is provided between a drive shaft 21 of the engine 2 and an input shaft 41 of a manual transmission 4 described later. The clutch 3 connects or disconnects the drive shaft 21 and the input shaft 41 and makes the clutch torque Tc (shown in FIG. 2) between the drive shaft 21 and the input shaft 41 variable by the operation of the clutch pedal 53 by the driver. It is a manual clutch. The clutch 3 includes a flywheel 31, a clutch disk 32, a clutch cover 33, a diaphragm spring 34, a pressure plate 35, a clutch shaft 36, a release bearing 37, and a slave cylinder 38.

  The flywheel 31 has a disk shape and is connected to the drive shaft 21. The clutch shaft 36 is connected to the input shaft 41. The clutch disk 32 has a disk shape, and friction materials 32a are provided on both surfaces of the outer peripheral portion thereof. The friction material 32a is a so-called clutch lining, and is composed of an aggregate such as metal and a binder such as a synthetic resin that couples the aggregate. The clutch disk 32 faces the flywheel 31 and is spline-fitted to the tip of the clutch shaft 36 so as to be axially movable and non-rotatable.

  The clutch cover 33 includes a flat cylindrical cylindrical portion 33a and a plate portion 33b extending from one end of the cylindrical portion 33a in the direction of the rotation center. The other end of the cylindrical portion 33 a is connected to the flywheel 31. For this reason, the clutch cover 33 rotates integrally with the flywheel 31. The pressure plate 35 has a disk shape with a hole in the center. The pressure plate 35 is disposed on the opposite side of the flywheel 31 so as to face the clutch disk 32 and be movable in the axial direction. A clutch shaft 36 is inserted through the center of the pressure plate 35.

  The diaphragm spring 34 includes a ring-shaped ring portion 34a and a plurality of plate spring portions 34b extending inward from the inner peripheral edge of the ring portion 34a. The leaf spring part 34b is inclined so as to be gradually located on the side of the leaf part 33b toward the inner side. The leaf spring part 34b is elastically deformable in the axial direction. The diaphragm spring 34 is disposed between the pressure plate 35 and the plate portion 33b of the clutch cover 33 in a state where the plate spring portion 34b is compressed in the axial direction. The ring portion 34 a is in contact with the pressure plate 35. The intermediate part of the leaf | plate spring part 34b is connected with the inner periphery of the board | plate part 33b. A clutch shaft 36 is inserted through the center of the diaphragm spring 34.

  The release bearing 37 is attached to the housing of the clutch 3 (not shown). At the center of the release bearing 37, a clutch shaft 36 is inserted and disposed so as to be movable in the axial direction. The release bearing is composed of a first member 37a and a second member 37b that face each other and are relatively rotatable. The first member 37a is in contact with the tip of the plate portion 33b.

  The slave cylinder 38 has a push rod 38a that advances and retreats by hydraulic pressure. The tip of the push rod 38 a is in contact with the second member 37 b of the release bearing 37. The slave cylinder 38 and the master cylinder 55 are connected by a hydraulic pipe 58.

  When the clutch pedal 53 is not depressed, no hydraulic pressure is generated in either the master cylinder 55 or the slave cylinder 38. In this state, the clutch disc 32 is urged and pressed against the flywheel 31 by the diaphragm spring 34 via the pressure plate 35. For this reason, the flywheel 31, the clutch disk 32, and the pressure plate 35 are integrally rotated by the frictional force between the friction material 32 a and the flywheel 31 and the frictional force between the friction material 32 a and the pressure plate 35. The input shaft 41 is connected to rotate integrally.

  On the other hand, when the clutch pedal 53 is depressed, fluid pressure is generated in the master cylinder 55 and fluid pressure is also generated in the slave cylinder 38. Then, the push rod 38a of the slave cylinder 38 presses the release bearing 37 toward the diaphragm spring 34 side. Then, the leaf spring portion 34b is deformed with the connection portion with the inner peripheral edge of the plate portion 33b as a fulcrum, and the urging force for urging the clutch disc 32 to the flywheel 31 is reduced, and finally becomes zero.

  As shown in FIG. 2, as the clutch stroke Cl, which is the stroke of the master cylinder 55, increases, the clutch torque Tc transmitted from the drive shaft 21 to the input shaft 41 by the clutch 3 decreases, and when the urging force becomes zero, The clutch torque Tc is 0, and the clutch 3 is completely disconnected. Thus, the clutch 3 of the present embodiment is a normally closed clutch in which the clutch 3 is in a connected state when the clutch pedal 53 is not depressed.

  The manual transmission 4 is provided between the clutch 3 and the differential 17. That is, the manual transmission 4 is provided between the drive shaft 21 and the drive wheels 18R and 18L. The manual transmission 4 selectively switches a plurality of gear stages having different gear ratios obtained by dividing the rotational speed (input shaft rotational speed Ni) by the rotational speed of the output shaft 42 (output shaft rotational speed No) on the input shaft 41. It is a step transmission. Either one of the input shaft 41 and the output shaft 42 includes a plurality of idle gears that can freely rotate with respect to the shaft and a plurality of fixed gears that mesh with the idle gear and cannot rotate with respect to the shaft (both not shown). ) Is attached.

  The manual transmission 4 includes a selection mechanism that selects one of the plurality of idle gears and fits the attached shaft in a non-rotatable manner. With such a configuration, the input shaft 41 rotates in conjunction with the drive wheels 18R and 18L. Further, the manual transmission 4 includes a shift operation mechanism (not shown) that converts a driver's operation of the shift lever 45 into a force for operating the selection mechanism.

  An input shaft rotational speed sensor 43 that detects the input shaft rotational speed Ni is provided at a position adjacent to the input shaft 41. The input shaft rotation speed Ni (clutch rotation speed Nc) detected by the input shaft rotation speed sensor 43 is output to the control unit 10.

  The output shaft 42 is rotationally connected to the drive wheels 18R and 18L via the differential 17. An output shaft rotation speed sensor 46 that detects an output shaft rotation speed No is provided at a position adjacent to the output shaft 42. The output shaft rotational speed No detected by the output shaft rotational speed sensor 46 is output to the control unit 10.

  The control unit 10 performs overall control of the vehicle 100. The control unit 10 has a storage unit (all not shown) composed of a CPU, RAM, ROM, nonvolatile memory, and the like. The CPU executes a program corresponding to the flowcharts shown in FIGS. 4, 5, and 7. The RAM temporarily stores variables necessary for executing the program. The storage unit stores the above program and the mapping data shown in FIGS. 2, 6, 8, and 9.

  Based on the accelerator stroke Ac of the accelerator sensor 52 based on the driver's operation of the accelerator pedal 51, the control unit 10 (requested engine torque calculation unit) calculates the requested engine torque Ter, which is the torque of the engine 2 requested by the driver. Calculate. Then, the control unit 10 adjusts the opening S of the throttle valve 22 based on the required engine torque Ter, adjusts the intake air amount, adjusts the fuel injection amount of the fuel injection device 28, and controls the ignition device. .

  Thereby, the supply amount of the air-fuel mixture containing fuel is adjusted, the engine torque Te output from the engine 2 is adjusted to the required engine torque Ter, and the engine rotation speed Ne is adjusted. When the accelerator pedal 51 is not depressed (accelerator stroke Ac = 0), the engine rotation speed Ne is maintained at an idling rotation speed (for example, 700 rpm).

  The control unit 10 (clutch torque acquisition unit) refers to the “clutch torque mapping data” representing the relationship between the clutch stroke Cl and the clutch torque Tc shown in FIG. Based on this, a clutch torque Tc that is a torque that the clutch 3 can transmit from the drive shaft 21 to the input shaft 41 is calculated.

  The control unit 10 calculates the vehicle speed V based on the output shaft rotational speed No detected by the output shaft rotational speed sensor 46. The control unit 10 subtracts the input shaft rotational speed Ni detected by the input shaft rotational speed sensor 43 from the engine rotational speed Ne detected by the engine rotational speed sensor 23 to thereby obtain a clutch difference that is a differential rotational speed of the clutch 3. The rotational speed Δc is calculated. That is, the clutch differential rotation speed Δc is the differential rotation speed of the clutch 3, that is, the differential rotation speed between the drive shaft 21 and the input shaft 41.

  The control unit 10 (clutch temperature acquisition unit) estimates (calculates) the clutch temperature Tmpc (temperature of the friction material 32a) based on the clutch torque Tc, the vehicle speed V, the oil temperature t, the engine rotation speed Ne, and the input shaft rotation speed Ni. ) And get. The method for estimating the temperature of the clutch 3 is a well-known technique described in Japanese Patent No. 4715132 and so on, and further explanation is omitted.

  Configuration including engine 2, clutch 3, manual transmission 4, control unit 10, clutch pedal 53, clutch sensor 54, master cylinder 55, accelerator pedal 51, accelerator sensor 52, brake pedal 56, brake sensor 57, and hydraulic pipe 58 This is the vehicle drive device 1 of the present embodiment.

(Outline of this embodiment)
Below, the outline | summary of this embodiment is demonstrated using FIG. When the vehicle speed V is below a predetermined value, the brake pedal 56 is not depressed, and the clutch differential rotation speed Δc is above a predetermined value, that is, when the vehicle 100 is in a starting state and the clutch 3 is in a half-clutch state. “Torque down control” is executed.

  As shown in FIG. 3, “torque down control” means that the required engine torque Ter (torque indicated by the two-dot chain line in FIG. 3) calculated based on the driver's operation of the accelerator pedal 51 is As shown by the solid line, this is control ((1) in FIG. 3) for reducing the engine torque Te. As described above, when the “torque down control” is executed, in the half-clutch state, as shown by the one-dot chain line in FIG. Overheating of the clutch 3 due to the increase in the speed Δc is prevented.

Specifically, when starting the vehicle 100, the control unit 10 calculates the starting engine torque Tes based on the following equation (1), unlike other states. Then, the control unit 10 controls the engine 2 so that the engine torque Te becomes the starting engine torque Tes.
Tes = Tc + Ten + Tk (1)
Tes = Engine torque at start Tc = Clutch torque Ten = Engine speed reduction torque (negative value)
Tk = maintenance torque

  The engine rotational speed reduction torque Ten is a negative torque necessary to reduce the rotational speed of the engine 2 to the starting engine rotational speed upper limit Nl. The maintenance torque Tk is a torque necessary for maintaining the engine speed upper limit Nl at the start when the “torque down control” is being executed in addition to the clutch torque Tc and the engine speed reduction torque Ten. Calculation is performed based on a load by an auxiliary machine connected to the drive shaft 21 of the engine 2.

  Here, the starting engine speed upper limit Nl is calculated based on the clutch temperature Tmpc. As will be described later, as the temperature of the clutch 3 becomes higher, a lower start engine speed upper limit Nl is set, thereby preventing further increase in the temperature of the clutch 3 when the clutch 3 is at a high temperature. .

  When the driver releases the clutch pedal 53 and the clutch torque Tc increases, the starting engine torque Tes increases as the clutch torque Tc increases. That is, when the clutch torque Tc increases, the engine torque Tes at start increases without waiting for the engine speed Ne to decrease. For this reason, a decrease in the engine rotational speed Ne is prevented.

  On the other hand, when the driver depresses the clutch pedal 53 and the clutch torque Tc decreases, the engine torque Tes at the time of start decreases as the clutch torque Tc decreases. That is, when the clutch torque Tc decreases, the start-up engine torque Tes decreases without waiting for the engine speed Ne to increase. For this reason, an unnecessary increase in the engine rotation speed Ne is prevented. This will be described in more detail with reference to the flowchart shown in FIG.

(Clutch / engine cooperative control)
The “clutch / engine cooperative control” will be described below with reference to the flowchart of FIG. 4. When the ignition key of the vehicle 100 is set to NO and the engine 2 is started, “clutch / engine cooperative control” is started, and the program proceeds to S11.

  In S11, when the control unit 10 determines that the brake pedal 56 is not depressed and no braking force is generated in the brake device 19 (brake OFF) based on the detection signal of the brake sensor 57, ( (S11: YES), the program proceeds to S12. On the other hand, if it is determined that the brake pedal 56 is depressed and braking force is generated by the brake device 19 (brake ON) (S11: NO), the program proceeds to S18.

  In S12, when the control unit 10 determines that the clutch torque Tc is not 0 (the clutch 3 is not completely disengaged) based on the detection signal from the clutch sensor 54 (S12: YES), the control unit 10 advances the program to S13. On the other hand, when determining that the clutch torque Tc is 0 (clutch 3 is completely disengaged) (S12: NO), the control unit 10 advances the program to S18.

  In S13, when the control unit 10 determines that the vehicle speed V is equal to or lower than a predetermined specified speed (for example, 20 km / h) (S13: YES), the program proceeds to S14, and the vehicle speed V is higher than the specified speed. If it is determined (S13: NO), the program proceeds to S18.

  In S14, the control unit 10 determines that the clutch differential rotational speed Δc is equal to or higher than a specified differential rotational speed A (for example, 500 rpm) based on detection signals output from the engine rotational speed sensor 23 and the input shaft rotational speed sensor 43. (S14: YES), the program proceeds to S15. On the other hand, if the control unit 10 determines that the clutch differential rotation speed Δc is less than the specified differential rotation speed A (S14: NO), the program proceeds to S18.

  In S15, the control unit 10 (starting engine rotational speed upper limit calculating unit) calculates a starting engine rotational speed upper limit Nl. Specifically, the control unit 10 refers to “starting engine speed upper limit setting data” shown in FIG. 9 and calculates the starting engine speed upper limit Nl based on the clutch temperature Tmpc. . The “starting engine speed upper limit setting data” is set such that the higher the “clutch temperature”, the lower the starting engine speed upper limit Nl. When the clutch temperature Tmpc is lower than a predetermined temperature (for example, 250 ° C.), the starting engine speed upper limit Nl is set to the engine speed limit value (for example, 6000 rpm). .

  When the clutch temperature Tmpc is between the “clutch temperature” defined in the “starting engine speed upper limit setting data”, the “clutch temperature” adjacent to the current clutch temperature Tmpc and the current clutch temperature Tmpc Based on the above, the starting engine speed upper limit Nl is calculated by performing linear interpolation. When S15 ends, the program proceeds to S16.

  In S16, when the control unit 10 determines that the engine speed Ne is equal to or higher than the start engine speed upper limit Nl (S16: YES), the program is advanced to S17, and the engine speed Ne is set to start engine speed. If it is determined that the speed is lower than the upper limit Nl (S16: NO), the program proceeds to S18.

  In S17, the control unit 10 executes “torque down control”. The “torque down control” will be described with reference to the flowchart shown in FIG. When S17 ends, the program returns to S11.

  In S <b> 18, when the “torque down control” has been started, the control unit 10 ends the “torque down control”. Then, the control unit 10 performs “normal engine control”. That is, the control unit 10 controls the engine 2 so that the engine torque Te becomes the required engine torque Ter calculated by the driver's operation of the accelerator pedal 51. When S18 ends, the program returns to S11.

(Torque down control)
The “torque down control” will be described below with reference to the flowchart of FIG. When “torque down control” starts, the program proceeds to S17-1.

  In S <b> 17-1, the control unit 10 calculates the clutch torque Tc based on the clutch stroke Cl detected by the clutch sensor 54 with reference to “clutch torque mapping data” shown in FIG. 2. When S17-1 ends, the program proceeds to S17-2.

  In S17-2, the control unit 10 calculates the starting engine speed upper limit Nl by the same method as in S15 of FIG. When S17-2 ends, the program proceeds to S17-3.

  In S17-3, the control unit 10 calculates the engine rotation speed reduction torque Ten. Specifically, the control unit 10 refers to the “engine speed reduction torque calculation data” shown in FIG. 6, and obtains an “engine differential speed by subtracting the current engine speed Ne from the starting engine speed upper limit Nl. The engine speed reduction torque Ten is calculated on the basis of the above.

  When the value obtained by subtracting the current engine speed Ne from the start engine speed upper limit Nl is positive, that is, when the current engine speed Ne is lower than the start engine speed upper limit Nl, The engine speed reduction torque Ten is set to zero. Then, the larger the absolute value of the value obtained by subtracting the engine speed reduction torque Ten from the engine speed upper limit Nl at the start, that is, the higher the current engine speed Ne is higher than the engine speed upper limit Nl at the start, the engine speed increases. The absolute value of the speed reduction torque Ten is set to be large.

  In addition, when the above-mentioned “engine differential rotational speed” is between “differential rotational speeds” defined in “engine rotational speed reduction torque calculation data” shown in FIG. The engine rotational speed reduction torque Ten is calculated by linearly interpolating the "target engine rotational speed" corresponding to the "different rotational speed" on both sides of "." When S17-3 ends, the program proceeds to S17-4.

  In S17-4, the control unit 10 calculates the maintenance torque Tk. The maintenance torque Tk is a torque necessary for maintaining the start engine speed upper limit Nl in addition to the clutch torque Tc and the engine speed reduction torque Ten. The calculation of the maintenance torque Tk will be described with reference to the flowchart of the “maintenance torque calculation process” shown in FIG.

When the “maintenance torque calculation process” starts, the program proceeds to S31.
In S31, the control unit 10 (load acquisition unit) calculates the engine friction torque Tef based on the current oil temperature t and the current engine speed Ne. When S31 ends, the program proceeds to S32.

  In S32, the control unit 10 (load acquisition unit) calculates the auxiliary machine torque Ta. The auxiliary machine torque Ta is a torque necessary for driving the auxiliary machine connected to the drive shaft 21 of the engine 2 and is a total of the friction torque and the inertia torque of the auxiliary machine. Below, the calculation method of the compressor auxiliary machine torque Tac of the compressor 27a of the air conditioner 27 which is one of the auxiliary machines is demonstrated. The control unit 10 refers to the “compressor auxiliary machine torque calculation data” representing the relationship between the “engine rotational speed” and the “compressor auxiliary machine torque” shown in FIG. The compressor accessory torque Tac is calculated.

  Note that the higher the engine speed Ne, the larger the compressor accessory torque Tac is set. Further, the Tac compressor accessory torque Tac is set larger when the air conditioner is ON than when the air conditioner is OFF. If the current engine speed Ne is between the “engine speeds” defined in the “compressor auxiliary machine torque calculation data” shown in FIG. 8, “ The compressor accessory torque Tac is calculated by linearly interpolating the “compressor accessory torque” corresponding to the “engine speed”.

  In the same manner as the calculation method of the compressor auxiliary machine torque Tac, the control unit 10 is connected to the generator auxiliary machine torque Tag of the generator 26, which is one of the auxiliary machines, and the auxiliary shaft connected to the drive shaft 21 of the engine 2. Calculate the auxiliary torque of the machine. Then, the control unit 10 calculates the auxiliary machine torque Ta by adding up the compressor auxiliary machine torque Tac, the generator auxiliary machine torque Tag, and the like. When S32 ends, the program proceeds to S33.

  In S33, the control unit 10 (load acquisition unit) calculates the adjustment torque α. The adjustment torque α is a torque necessary for maintaining the engine rotation speed Ne in addition to the engine friction torque Tef and the auxiliary machine torque Ta, and is calculated based on information such as the engine rotation speed Ne. When S33 ends, the program proceeds to S34.

In S34, the control unit 10 (maintenance torque calculation unit) calculates the maintenance torque Tk based on the following equation (2).
Tk = Tef + Ta + Tα (2)
Tk: Maintenance torque Tef: Engine friction torque Ta: Auxiliary machine torque Tα: Adjustment torque When S34 ends, S17-4 in FIG. 5 ends, and the program proceeds to S17-5.

  In S17-5, the control unit 10 (starting engine torque calculation unit) calculates the starting engine torque Tes based on the above equation (1). When S17-5 ends, the program proceeds to S17-6.

  In S17-6, when the control unit 10 determines that the starting engine torque Tes is smaller than the requested engine torque Ter (S17-6: YES), the control unit 10 advances the program to S17-7, and the starting engine torque Tes is If it is determined that the engine torque is not less than the required engine torque Ter (S17-6: NO), the program proceeds to S17-8.

  In S17-7, the control unit 10 controls the throttle valve 22, the fuel injection device 28, and the ignition device so that the engine torque Te generated by the engine 2 becomes the starting engine torque Te calculated in S17-5. To do. When S17-7 ends, the program returns to S11 of FIG.

  In S17-8, the control unit 10 controls the throttle valve 22, the fuel injection device 28, and the ignition device so that the engine torque Te generated by the engine 2 becomes the required engine torque Ter. When S17-8 ends, the program returns to S11 of FIG.

(Explanation when vehicle starts)
The “clutch / engine cooperative control” when the vehicle 100 is started will be described below with reference to FIGS. 3 and 4. In FIG. 3, the “stopper position” is a position where each of the pedals 51, 53, and 56 is fully depressed (operated). When each pedal 51, 53, 56 is in the “stopper position”, each stroke is maximized.

<Elapsed time T0>
In this state, since the brake pedal 56 is depressed, NO is determined in S11 of FIG. 4, and the process proceeds to S18 to execute “normal control”. That is, the control of the engine 2 depends on the driver's accelerator operation. In this state, since the accelerator pedal 51 is not depressed, the engine rotation speed Ne is an idling rotation speed (for example, 700 rpm).

<Elapsed time T1>
In this state, since the clutch 3 is completely disengaged, it is determined NO in S12 of FIG. 4, and the process proceeds to S18, where “normal control” is executed. That is, the control of the engine 2 depends on the driver's accelerator operation. Since the accelerator pedal 51 is depressed, the engine rotational speed Ne and the engine torque Te corresponding to the accelerator stroke Ac are obtained.

<Elapsed time T2>
In this state, since the clutch 3 is in the half-clutch state, YES is determined in S12 of FIG. 4, and then the clutch differential rotational speed Δc is equal to or higher than the specified differential rotational speed A, but the engine rotational speed Ne is at the time of starting. Since it is lower than the engine rotation speed upper limit Nl, it is determined NO in S16, the process proceeds to S18, and “normal control” is executed.

<Elapsed time T3>
In this state, the engine rotational speed Ne is equal to or higher than the starting engine rotational speed upper limit Nl. Therefore, YES is determined in S16, the process proceeds to S18, and "torque down control" is executed. Since the engine speed Ne exceeds the start engine speed upper limit Nl, a negative engine speed decrease torque Ten is set, and the start engine torque Tes decreases. As a result, the engine rotation speed Ne is controlled to be lower than the engine rotation speed of “normal control” (the one-dot chain line in FIG. 3) and does not greatly exceed the engine rotation speed upper limit Nl at the start. As a result, an increase in the clutch differential rotation speed Δc is suppressed, and an increase in the clutch temperature Tmpc is suppressed.

<Elapsed time T4>
In this state, the engine rotational speed Ne is slower than the starting engine rotational speed upper limit Nl. Therefore, in the determination of S14 in FIG. 4, the process proceeds to S18 and "normal control" is executed.

<Elapsed time T5>
In this state, since the clutch differential rotational speed Δc is smaller than the specified differential rotational speed A (for example, 500 rpm), it is determined NO in S14, the process proceeds to S18, and “normal control” is executed. .

  On the other hand, conventionally, when the vehicle starts, the engine 2 is controlled so as to be the required engine torque Ter based on the driver's operation of the accelerator pedal 51 (two-dot chain line in FIG. 3). Therefore, when the driver depresses the accelerator pedal 51 at the start of the vehicle 100, the engine rotational speed Ne increases as shown by a one-dot chain line in FIG. 3, and as a result, when the clutch 3 is engaged. The clutch differential rotation speed Δc increases, and the clutch 3 is overheated.

(Effect of this embodiment)
As is clear from the above description, when the vehicle 100 starts (S11 to S14 in FIG. 4 are all YES), the engine torque at start calculated based on the clutch torque Tc and the clutch temperature Tmpc by the above equation (1). The engine 2 is controlled to be Tes. Thus, since the engine 2 is controlled so as to have the starting engine torque Tes calculated based on the clutch temperature Tmc, overheating of the clutch 3 is prevented. That is, when the clutch temperature Tmpc rises, the start-up engine torque Tes is restrained from rising, and as a result, the engine speed Ne is restrained from rising. For this reason, an increase in the clutch differential rotation speed Δc is suppressed, and overheating of the clutch 3 is prevented.

  Further, since the engine 2 is controlled so as to become the starting engine torque Tes calculated based on the clutch torque Tc, a decrease in the engine rotation speed Ne is prevented. That is, when the driver decreases the amount of operation of the clutch pedal 53 and the clutch torque Tc increases, the engine torque Tes at start increases with the increase in the clutch torque Tc. For this reason, it is possible to provide the vehicle drive device 1 that is prevented from lowering the engine rotation speed Ne and has excellent drivability.

  On the other hand, when the driver increases the operation amount of the clutch pedal 53 and the clutch torque Tc decreases, the engine torque Tes at the time of start decreases as the clutch torque Tc decreases. For this reason, an unnecessary increase in the engine rotational speed Ne is prevented, and noise generation and unnecessary fuel consumption are prevented.

  In S17-2 of FIG. 5, the control unit 10 (starting engine speed upper limit calculating unit) calculates a lower starting engine speed upper limit Nl as the clutch temperature Tmpc increases. In S17-3 and S17-5, the control unit 10 (starting engine torque calculation unit) is based on the clutch torque Tc and the difference rotational speed between the engine rotational speed Ne and the starting engine rotational speed upper limit Nl. The engine torque Tes at start is calculated. Thus, as the clutch temperature Tmpc becomes higher, the lower start engine speed upper limit Nl is calculated, so that the start engine torque Tes is prevented from rising. For this reason, when the clutch temperature Tmpc is high, further overheating of the clutch 3 is prevented, and deterioration and consumption of the clutch 3 (particularly deterioration and consumption of the friction material 32a) are prevented.

  Further, in S17-3 of FIG. 5, the control unit 10 sets the engine speed reduction torque Ten to 0 when the current engine speed Ne is lower than the start engine speed upper limit Nl. As a result, it is possible to prevent an excessive decrease in the engine rotational speed Ne, to prevent the driver from feeling uncomfortable, and to prevent occurrence of an engine stall.

  In addition, when the engine speed Ne is equal to or higher than the engine speed upper limit Nl (predetermined speed) at the time of start (determined as YES in S16 of FIG. 4), the control unit 10 (engine control unit) The engine 2 is controlled so that the engine torque Tes is obtained. As a result, when the rotational speed of the engine 2 is lower than the starting engine rotational speed upper limit Nl at which the clutch 3 is not overheated, normal engine control is performed and engine control is performed according to the accelerator operation by the driver. For this reason, since the engine torque Te does not deviate from the driver's intention, the driver does not feel uncomfortable.

  Further, the control unit 10 (maintenance torque calculation unit) calculates a maintenance torque Tk based on a load or the like acting on the engine 2 in the “maintenance torque calculation process” of FIG. Then, the control unit 10 (starting engine torque calculation unit) calculates the starting engine torque Tes in consideration of the maintenance torque Tk in S17-5 of FIG. Thereby, for example, when the auxiliary machine driven by the engine 2 is stopped and the load of the engine 2 is reduced, the engine torque Tes at start is calculated in consideration of the reduction of the load. For this reason, it is possible to prevent an increase in the engine rotation speed Ne accompanying a decrease in the load on the engine 2. On the other hand, for example, when the auxiliary machine is driven by the engine 2 and the load of the engine 2 increases, the engine torque Tes at start is calculated in consideration of the increase in the load. For this reason, it is possible to prevent a decrease in the engine rotation speed Ne accompanying an increase in the load of the engine 2.

  Further, the control unit 10 (engine control unit) determines that the engine torque Te becomes the required engine torque Ter when the required engine torque Ter is equal to or less than the starting engine torque Tes (determined as NO in S17-6 of FIG. 5). The engine 2 is controlled as follows. As a result, when the required engine torque Ter is equal to or less than the starting engine torque Tes, the engine 2 is controlled to be the required engine torque Ter reflecting the driver's intention. For this reason, since the engine torque Te does not deviate from the driver's intention, an excessive increase in the engine rotational speed Ne can be prevented while suppressing the driver's uncomfortable feeling.

  Further, the clutch stroke Cl, which is the operation amount of the clutch pedal 53 detected by the clutch sensor 54 (clutch torque acquisition unit), is detected. The control unit 10 acquires the clutch torque Tc by referring to the “clutch torque mapping data” shown in FIG. 2 based on the clutch stroke Cl. As a result, the clutch torque Tc can be reliably acquired by a simple structure / method.

  When the vehicle speed V detected by the vehicle speed detection unit is higher than a predetermined specified speed (determined as NO in S13 of FIG. 4), the control unit 10 executes “normal control” in S18. As a result, when the driver operates the clutch after the vehicle is started with the vehicle speed V being higher than the specified vehicle speed, execution of the “torque down control” is prevented. For this reason, a driver's discomfort can be prevented.

  Further, the control unit 10 controls the engine 2 so that the engine torque Tes at the time of start is obtained only when the brake pedal 56 (braking force operation member) is not operated (determined as YES in S11 of FIG. 4). As a result, when the brake pedal 56 is operated, the engine 2 is not controlled so that the starting engine torque Tes calculated based on the clutch torque Tc is obtained. For this reason, the vehicle 100 can be decelerated and stopped safely.

(Second embodiment)
Hereinafter, the second embodiment will be described with respect to differences from the above-described embodiment. In the second embodiment, in S17-3 of FIG. 5, the control unit 10 calculates the engine rotation speed decrease torque Ten by the following method instead of using the “engine rotation speed decrease torque calculation data”.

  First, the control unit 10 calculates an engine speed change ωe that is a time change of the engine speed Ne. Specifically, a time Tn required to reduce the current engine speed Ne to the engine speed upper limit Nl at the start is calculated. This time Tn is calculated based on the engine friction torque Tef.

  Next, the control unit 10 calculates the engine rotational speed change ωe by dividing the value obtained by subtracting the current engine rotational speed Ne from the starting engine rotational speed upper limit Nl by the necessary time Tn.

Next, the control unit 10 calculates the engine rotation speed decrease torque Ten based on the following equation (10).
Ten = Ie × ωe (10)
Ten ... Engine speed reduction torque Ten
Ie ... Engine inertia ωe ... Engine speed change

  The engine inertia Ie is the moment of inertia of the rotating member of the engine 2. The rotating member of the engine 2 includes a crankshaft, a connecting rod, a piston, a drive shaft 21, a flywheel 31, a clutch cover 33, a pressure plate 35, and a diaphragm spring 34. The engine inertia Ie is set in advance.

(Another embodiment)
Hereinafter, an embodiment different from the embodiment described above will be described. In the embodiment described above, the “torque down control” is executed when the engine rotational speed Ne is equal to or higher than the starting engine rotational speed upper limit Nl (YES in S16 of FIG. 4). However, when the engine rotation speed Ne is equal to or higher than the rotation speed lower than the start engine rotation speed upper limit Nl, the engine rotation speed Ne is equal to or higher than the rotation speed higher than the start engine rotation speed upper limit Nl. In this case, or when the engine rotational speed Ne is equal to or higher than a specified rotational speed (for example, 1500 rpm), the “torque down control” may be performed.

  In the embodiment described above, the operating force of the clutch pedal 53 is transmitted to the release bearing 37 via the master cylinder 55, the hydraulic pressure pipe 58 and the slave cylinder 38. However, there may be an embodiment in which the operating force of the clutch pedal 53 is transmitted to the release bearing 37 via mechanical elements such as a wire, a rod, and a gear.

  In the embodiment described above, the control unit 10 refers to the “clutch torque mapping data” representing the relationship between the clutch stroke Cl and the clutch torque Tc shown in FIG. 2, and the clutch stroke Cl detected by the clutch sensor 54. Based on the above, the clutch torque Tc is calculated. However, as disclosed in Japanese Patent Application Laid-Open No. 2008-157184, there may be an embodiment in which the clutch torque Tc is predicted based on the amount of change per hour of the clutch stroke Cl and the required engine torque Ter is predicted.

  In the embodiment described above, the clutch torque Tc is calculated based on the detection signal of the clutch sensor 54. However, the clutch torque Tc is calculated from information such as the engine inertia Ie, the engine friction torque Tef, the rotational speed of the input shaft 41 at the start of engagement, the current rotational speed of the input shaft 41, and the elapsed time from the start of engagement. But it doesn't matter.

  In the embodiment described above, the clutch sensor 54 detects the stroke amount of the master cylinder 55. However, the clutch sensor 54 may be a sensor that detects the operation amount of the clutch pedal 53, the master pressure of the master cylinder 55, the stroke or fluid pressure of the slave cylinder 38, and the stroke amount of the release bearing 37.

  In the embodiment described above, the control unit 10 calculates the vehicle speed V based on the output shaft rotational speed No detected by the output shaft rotational speed sensor 46. However, the control unit 10 calculates the vehicle speed V based on the wheel rotation speed detected by the wheel speed sensor that detects the rotation speed of the wheel and the sensor that detects the rotation speed of the shaft that rotates in conjunction with the wheel. However, the embodiment may be used.

  In the embodiment described above, the oil temperature of the oil that lubricates the engine 2 is detected by the oil temperature sensor 25. However, there may be an embodiment in which the oil temperature of the oil is estimated based on a detection signal from a water temperature sensor that detects the temperature of the cooling water circulating in the engine 2.

  In the embodiment described above, the clutch operating member that transmits the operating force of the driver to the clutch 3 is the clutch pedal 53. However, the clutch operating member is not limited to the clutch pedal 53, and may be a clutch lever, for example. Similarly, instead of the accelerator pedal 51 for adjusting the accelerator stroke Ac, for example, an accelerator grip for adjusting the accelerator stroke Ac may be used. It goes without saying that the technical idea of the present invention can be applied even if the vehicle drive device of the present embodiment is applied to a motorcycle or other vehicles.

  In the embodiment described above, the single control unit 10 controls the engine 2 and executes “clutch / engine cooperative control” shown in FIG. However, in the embodiment, the engine control unit controls the engine 2 and the control unit 10 connected to the engine control unit by a communication means such as CAN (Controller Area Nlwork) executes “clutch / engine cooperative control”. There is no problem.

  In the embodiment described above, the control unit 10 estimates the temperature of the clutch 3 (the temperature of the friction material 32a) based on the clutch torque Tc, the vehicle speed V, the oil temperature t, the engine rotation speed Ne, and the input shaft rotation speed Ni. doing. However, a temperature detection sensor such as a radiation thermometer for detecting the temperature of the friction material 32a may be provided at a position adjacent to the friction material 32a to obtain the clutch temperature Tmpc.

  It should be noted that “when the vehicle 100 starts” includes a situation where the driver performs an operation of appropriately sliding the clutch using a half-clutch when there is a traffic jam or when entering the garage.

DESCRIPTION OF SYMBOLS 1 ... Vehicle drive device, 2 ... Engine, 3 ... Clutch, 10 ... Control part (Clutch temperature acquisition part, engine control part, start time engine torque calculation part, demand engine torque calculation part, start time engine speed upper limit calculation part , Maintenance torque calculation unit, load acquisition unit), 19 ... brake device (braking force generation unit), 21 ... drive shaft, 25 ... oil temperature sensor (load acquisition unit), 41 ... input shaft, 46 ... output shaft rotation speed sensor (Vehicle speed detection unit), 51 ... accelerator pedal (engine operation member), 52 ... accelerator sensor, 53 ... clutch pedal (clutch operation member), 54 ... clutch sensor (clutch torque acquisition unit, clutch operation amount detection unit), 56 ... Brake pedal (braking force operating member), 100 ... vehicle t ... oil temperature V ... vehicle speed Nl ... starting engine speed upper limit Δc ... clutch differential speed Te ... en Jin torque Ter ... Required engine torque Tes ... Startup engine torque (during torque-down control)
Tc: Clutch torque Ten: Engine speed reduction torque Tk: Maintenance torque Tef: Engine friction torque Ta ... Auxiliary torque Tα: Adjustment torque

Claims (8)

A clutch provided between an engine drive shaft and an input shaft of a manual transmission, the clutch torque between the drive shaft and the input shaft being variable by operation of a clutch operating member;
A clutch torque acquisition unit for acquiring the clutch torque generated by the clutch;
A clutch temperature acquisition unit for acquiring the temperature of the clutch;
A starting engine torque calculation unit for calculating a starting engine torque based on the clutch torque and the temperature of the clutch;
An engine control unit that controls the engine so that the engine torque at the time of starting is equal to the engine torque at the time of starting. A starting engine rotational speed upper limit calculating section for calculating a lower starting engine rotational speed upper limit as the clutch temperature becomes higher;
2. The vehicle engine according to claim 1, wherein the starting engine torque calculation unit calculates a starting engine torque based on the clutch torque and a differential rotational speed between the rotational speed of the engine and a starting engine rotational speed upper limit. Drive device.   3. The vehicle drive device according to claim 1, wherein the engine control unit controls the engine to be the engine torque at the time of starting when the rotation speed of the engine is equal to or higher than a predetermined rotation speed. A required engine torque calculation unit that calculates a required engine torque based on an operation amount of an engine operation member for variably operating an engine torque output by the engine;
The engine control unit according to any one of claims 1 to 3, wherein the engine control unit controls the engine to be the required engine torque when the required engine torque is equal to or less than the engine torque at the time of starting. Vehicle drive device. A maintenance torque calculator that calculates a maintenance torque, which is a torque necessary to maintain the rotational speed of the engine, based on a load acting on the engine;
The vehicle drive device according to any one of claims 1 to 4, wherein the start-time engine torque calculating unit calculates the start-time engine torque in consideration of the maintenance torque.   The vehicle drive device according to any one of claims 1 to 5, wherein the clutch torque acquisition unit is a clutch operation amount detection unit that detects an operation amount of the clutch operation member.   The vehicle engine according to any one of claims 1 to 6, wherein the engine control unit controls the engine so as to be the engine torque at the time of starting only when a vehicle speed is lower than a predetermined specified speed. Drive device.   The engine control unit controls the engine so that the engine torque is set to the starting engine torque only when a braking force operating member for variably operating the braking force of the braking force generating unit that generates the braking force is not operated. The vehicle drive device according to any one of claims 1 to 7.

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