JP2013119875A - Control device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To properly satisfy both of shift responsiveness and a shift shock in a down-shift, in a vehicle having a torque converter with a lockup clutch.SOLUTION: When an accelerator operation quantity Acc is a determining value Sacc or more in the down-shift, since the down-shift is performed while fastening the lockup clutch 30, a turbine rotating speed NT is quickly increased and a shift required time becomes short on the one hand, a shift shock is deteriorated, but since a driver desires a quick increase in driving force, taking preference of the shift responsiveness coincides with an intention of the driver. In the case of Acc<Sacc, since the down-shift is performed in a state of releasing the lockup clutch 30, though the shift required time becomes long since an increase in the turbine rotating speed NT delays, the shift shock is relieved. Since the driver does not desire such a sudden increase in the driving force, improvement of ride comfort in preference to relief of the shift shock, matches the intention of the driver.

Description

  The present invention relates to a vehicle control device, and more particularly, to engagement / release control of a lockup clutch during downshifting.

  (a) a fluid-type power transmission device with a lock-up clutch that transmits power from a power source, and (b) a transmission disposed in a power transmission path between the fluid-type power transmission device and the drive wheels And (c) an accelerator operation member that is operated in accordance with a driver's required output amount is widely known. The vehicle described in Patent Document 1 is an example, and includes a two-shaft manual transmission, and at the time of shifting of the manual transmission, the shift force is reduced by reducing the pressing force of the lock-up clutch and causing a shift shock. It relaxes, and after shifting, the pressing force is increased to re-engage.

JP 2003-161368 A

  By the way, at the time of downshift in which the rotational speed on the input side of the transmission is increased, energy is expended in increasing the rotational speed on the input side. Therefore, if the lockup clutch is released (including slip) during the shift, the input side A rotational speed difference is generated between the rotational speed of the motor and the power source, and the time until the end of the shift becomes longer. If shifting is performed with the lock-up clutch engaged, the shifting time is shortened and the responsiveness is improved, but the shifting shock is deteriorated and it is difficult to achieve both shifting response and shifting shock.

  The present invention has been made against the background of the above circumstances, and the object of the present invention is to appropriately provide shift response and shift shock at the time of downshift in a vehicle having a fluid power transmission device with a lock-up clutch. It is to make it compatible.

  In order to achieve such an object, the first invention provides: (a) a fluid power transmission device with a lock-up clutch to which power is transmitted from a power source; and (b) the fluid power transmission device and drive wheels. In a vehicle control device comprising: a transmission disposed in a power transmission path between; and (c) an accelerator operation member operated in accordance with a driver's output request amount, (d) downshifting of the transmission During shifting, the downshift is executed with the lock-up clutch engaged when the output request amount or the change amount of the output request amount is equal to or greater than a predetermined determination value, and when the shift is less than the determination value, the lock is applied. The downshift is executed in a state where the upclutch is released or slipped.

  A second aspect of the invention is the vehicle control apparatus according to the first aspect of the invention, wherein (a) the power source is connected to the electric motor connected to the fluid-type power transmission device and to the electric motor via a connection / disconnection device. (B) when there is a request for starting the engine during motor travel that travels using only the electric motor as a power source with the connection / disconnection device shut off, When the amount of change in the output request amount is equal to or greater than the determination value, the connecting / disconnecting device is connected with the lock-up clutch engaged, and the engine is controlled to start. The engine is controlled to start by connecting the connecting / disconnecting device in the released or slipped state.

  In such a vehicle control device, when the requested output amount or the amount of change thereof during the downshift is equal to or greater than the determination value, the downshift is executed with the lockup clutch engaged, so the rotational speed on the input side of the transmission Is quickly raised, the required shift time is shortened, and excellent shift response is obtained. On the other hand, there is a possibility that the shift shock may worsen, but if the required output amount or the amount of change is greater than or equal to the judgment value, it is considered that the driver wants a quick increase in driving force, so the shift shock is worsened. Even so, giving priority to the shift response is consistent with the driver's intention.

  On the other hand, if the required output amount or the amount of change during the downshift is less than the judgment value, the downshift is executed with the lockup clutch disengaged or slipped, so the increase in the rotational speed on the input side of the transmission slows down. Although the required shift time becomes longer, the shift shock is alleviated by the fluid power transmission device. If the required output amount or the amount of change is less than the judgment value, the driver does not want to increase the driving force so suddenly. Improvement is in line with the driver's intention.

  The second invention relates to a hybrid vehicle including an electric motor and an engine as a power source. There is a request for starting the engine while the motor travels using only the electric motor as a power source with the connecting / disconnecting device disconnected. When the output request amount or the amount of change is equal to or greater than the determination value, the connection / disconnection device is connected with the lock-up clutch engaged, and engine start control is performed. Although it may be transmitted to the drive wheels and cause a shock, it is not necessary to re-engage the lock-up clutch, so that a large driving force by the engine can be obtained quickly. Thereby, when it overlaps with the downshift, the driving force is quickly increased in combination with the improvement of the shift response of the downshift, which matches the driver's intention.

  When the required output amount or the amount of change is less than the determination value, the connection and disconnection device is connected and the engine start control is performed with the lockup clutch released or slipped. The shock is alleviated by being absorbed by the power transmission device. As a result, even when the downshift is overlapped, an excellent ride comfort is obtained in combination with the reduction of the shift shock during the downshift, which matches the driver's intention.

It is the schematic block diagram which showed the principal part of the control system | strain in addition to the main point figure of the hybrid vehicle to which this invention is applied suitably. FIGS. 2A and 2B are diagrams for explaining an example of an automatic transmission provided in the hybrid vehicle of FIG. 1, in which FIG. It is a figure explaining the several driving modes of the hybrid vehicle of FIG. FIG. 3 is a diagram for explaining an example of a shift map that automatically switches the gear stage of the automatic transmission of FIG. 2 according to an operating state. It is a flowchart explaining the action | operation of the lockup control means with which the electronic controller of FIG. 1 is provided functionally. In FIG. 5, when the accelerator operation amount Acc is equal to or greater than the determination value Sacc, it is determined that the responsiveness is necessary, and the time for explaining the change in the operation state of each part when the downshift and the engine start control are performed with the lockup clutch engaged. It is an example of a chart. In FIG. 5, when the accelerator operation amount Acc is less than the determination value Sacc and it is determined that no responsiveness is required and the downshift and engine start control are performed by releasing the lockup clutch, the time for explaining the change in the operating state of each part It is an example of a chart.

  The present invention is preferably applied to a hybrid vehicle including both an engine and an electric motor as a power source. However, an engine-driven vehicle or an electric vehicle including only one of an engine and an electric motor as a power source is used. It can also be applied to. The present invention can be applied not only to a hybrid vehicle in which an engine and an electric motor are connected via a connection / disconnection device, but also to various hybrid vehicles such as a parallel type and a series type. The engine is an internal combustion engine that generates power by burning fuel. As the electric motor, a motor generator that can also be used as a generator is preferably used, but a motor generator that does not have the function of a generator may be used. The connecting / disconnecting device is a friction engagement type clutch, brake, or the like, but various means capable of connecting and disconnecting power transmission between the electric motor and the engine can be adopted.

  The fluid type power transmission device performs power transmission through a fluid such as a torque converter, and the lockup clutch includes an input side rotating member (pump impeller, etc.) and an output side rotating member (such as a pump impeller) of the fluid type power transmission device. This is a friction engagement clutch that directly connects a turbine impeller and the like. As a transmission disposed in the power transmission path between the fluid power transmission device and the drive wheels, a planetary gear type, a biaxial mesh type stepped transmission or a belt type continuously variable transmission is available. An automatic transmission that is preferably used and automatically shifts according to the driving state such as the vehicle speed and the accelerator operation amount is desirable. However, as described in Patent Document 1, a manual transmission that shifts according to a driver's manual operation can be used. There may be. The downshift of the transmission is a shift that increases the rotational speed on the input side so as to increase the gear ratio. In the case of an automatic transmission, the downshift is performed when the required output amount increases.

  The accelerator operation member operated according to the driver's requested output amount is an accelerator pedal or the like that is stepped on by the driver, and the operation amount of the accelerator pedal can be used as the requested output amount as it is. The lock-up clutch is controlled based on the output request amount. This is for controlling the lock-up clutch depending on whether responsiveness is required, and when the output request amount itself is equal to or greater than a predetermined determination value. It can be judged that responsiveness is necessary. Also, when the amount of change in output request amount (change width or rate of change) is equal to or greater than a predetermined determination value, it can be determined that responsiveness is necessary, and determination is made using both the output request amount and its change amount. Also good. The lockup clutch may be controlled by determining the necessity of responsiveness based on another physical quantity that changes in response to the required output quantity, for example, the throttle valve opening of the engine. The determination value may be set to a predetermined value in advance, but can be set for each gear stage of the stepped transmission, for example, and various modes are possible such as the driving state such as the vehicle speed can be set as a parameter. It is.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a schematic configuration diagram including a skeleton diagram of a drive system of a hybrid vehicle 10 to which the present invention is preferably applied. The hybrid vehicle 10 includes an engine 12 that is an internal combustion engine such as a gasoline engine or a diesel engine that generates power by burning fuel, and a motor generator MG that functions as an electric motor and a generator. The outputs of the engine 12 and the motor generator MG are transmitted to the automatic transmission 20 via the turbine shaft 16 from the torque converter 14 which is a fluid power transmission device, and further to the output shaft 22 and the differential gear device 24. To the left and right drive wheels 26. The torque converter 14 includes a lock-up clutch (L / U clutch) 30 that directly connects the pump impeller and the turbine impeller, and an oil pump 32 is integrally connected to the pump impeller, and the engine. 12 and the motor generator MG are mechanically driven to rotate to generate hydraulic pressure and supply it to the hydraulic control device 28. The lock-up clutch 30 is a hydraulic friction engagement device, and is engaged (ON) or released (OFF) by an electromagnetic hydraulic control valve, a switching valve or the like provided in the hydraulic control device 28. The motor generator MG corresponds to an electric motor.

  A K0 clutch 34 is provided between the engine 12 and the motor generator MG via a damper 38 to directly connect them. The K0 clutch 34 is a single-plate or multi-plate friction clutch that is frictionally engaged by a hydraulic cylinder, and is disposed in the oil chamber 40 of the torque converter 14 in an oil bath state. The K0 clutch 34 is a hydraulic friction engagement device, and functions as a connection / disconnection device that connects or disconnects the engine 12 to / from the power transmission path. Motor generator MG is connected to battery 44 via inverter 42.

  The automatic transmission 20 is a planetary gear type stepped transmission in which a plurality of gear stages having different gear ratios are established depending on the disengagement state of a plurality of hydraulic friction engagement devices (clutch and brake). Shift control is performed by an electromagnetic hydraulic control valve, a switching valve or the like provided in the device 28. FIG. 2 is an example of the automatic transmission 20, (a) is a skeleton diagram, and (b) is an operation table for explaining an operation state of the engagement device when a plurality of gear stages are established. The automatic transmission 20 includes a first transmission unit 114 mainly composed of a double pinion type first planetary gear unit 112, a single pinion type second planetary gear unit 116, and a double pinion type third planetary gear unit. The second transmission 120, which is mainly composed of the device 118, is provided on a coaxial line, and the rotation of the turbine shaft 16 serving as the input shaft is shifted and output from the output shaft 22. The carrier of the second planetary gear unit 116 is formed integrally with the carrier of the third planetary gear unit 118, and the ring gear of the second planetary gear unit 116 also serves as the ring gear of the third planetary gear unit 118. Further, the pinion of the second planetary gear device 116 also serves as the second pinion on the ring gear side of the third planetary gear device 118. The automatic transmission 20 is substantially symmetrical with respect to the center line, and the lower half of the center line is omitted in FIG.

  The automatic transmission 20 includes clutches C1 to C4, brakes B1 and B2, and a one-way clutch F1, and the first speed gear stage “1st” is selected in accordance with the operating state (engagement, release) of these engagement devices. ”To 8th gear stage“ 8th ”are established, and two reverse gear stages, ie, the first reverse gear stage“ Rev1 ”and the second reverse gear stage“ Rev2 ”are established. The operation table of (b) in FIG. 2 summarizes the relationship between the above gear stages and the operation states of the clutches C1 to C4 and the brakes B1 and B2, where “◯” indicates engagement and “(○)” indicates Engagement is shown only during engine braking. Since the one-way clutch F1 is provided in parallel to the brake B2 that establishes the first speed gear stage “1st”, it is not always necessary to engage the brake B2 at the time of start (acceleration). Further, the gear ratios of the respective gear stages are the gear ratios of the first planetary gear device 112, the second planetary gear device 116, and the third planetary gear device 118 (= the number of teeth of the sun gear / the number of teeth of the ring gear) ρ1, ρ2. , Ρ3 as appropriate. Reference numeral 126 in FIG. 2 (a) denotes a transmission case.

  Returning to FIG. 1, the electronic control unit 70 includes a so-called microcomputer having a CPU, a ROM, a RAM, an input / output interface, and the like, and is stored in advance in the ROM while using a temporary storage function of the RAM. Signal processing according to the program. A signal representing the operation amount (accelerator operation amount) Acc of the accelerator pedal 46 is supplied from the accelerator operation amount sensor 48 to the electronic control unit 70. Further, from the engine speed sensor 50, the MG speed sensor 52, the turbine speed sensor 54, and the vehicle speed sensor 56, the rotational speed (engine speed) NE of the engine 12 and the rotational speed (MG speed) NMG of the motor generator MG, respectively. The rotational speed of the turbine shaft 16 (turbine rotational speed) NT and the rotational speed of the output shaft 22 (corresponding to the vehicle speed V in the output shaft rotational speed) NOUT are supplied. In addition, various types of information necessary for various types of control are supplied. The arsel pedal 46 is an accelerator operation member, and the accelerator operation amount Acc corresponds to the driver's required output amount.

  The electronic control unit 70 functionally includes hybrid control means 72, shift control means 74, and lockup control means 76. The hybrid control means 72 controls the operation of the engine 12 and the motor generator MG, for example, an engine travel mode in which the engine 12 travels using the engine 12 as a power source, or a motor travel that travels using only the motor generator MG as a power source. A plurality of driving modes such as a mode are switched in accordance with the driving state such as the accelerator operation amount Acc, the vehicle speed V, and the like. For example, when the accelerator operation amount Acc is small, the vehicle travels in the motor travel mode in a low load region (for example, a region indicated by a two-dot chain line in FIG. 4) at a low vehicle speed.

  FIG. 3 is a diagram for explaining the operating states of the respective parts in the engine travel mode and the motor travel mode. In the engine travel mode, the K0 clutch 34 is engaged (ON) and the engine 12 is connected to the power transmission path and locked. The up clutch 30 is engaged (ON) and released (OFF) in accordance with a predetermined switching map with the operating state such as the accelerator operation amount Acc and the vehicle speed V as parameters. The motor generator MG basically assists the driving force by performing power running control as necessary in a free (free rotation) state where the motor torque = 0. In the motor travel mode, the K0 clutch 34 is released (OFF), the engine 12 is disconnected from the power transmission path, and the lockup clutch 30 is maintained in the engaged state. When switching from the motor travel mode to the engine travel mode, the engine 12 is cranked by engaging the K0 clutch 34 and the engine 12 is started by performing start control such as fuel injection and ignition. In order to suppress fluctuations in driving force due to a load when cranking the engine 12, it is desirable to increase the torque of the motor generator MG by a torque corresponding to the load.

  The shift control means 74 controls an electromagnetic hydraulic control valve, a switching valve and the like provided in the hydraulic control device 28 to engage a plurality of hydraulic friction engagement devices (clutch C1 to C4 and brakes B1 and B2). By switching the release state, the plurality of gear stages of the automatic transmission 20 are switched according to a predetermined shift map (switching condition) with the operating state such as the accelerator operation amount Acc and the vehicle speed V as parameters. FIG. 4 is an example of a shift map stored in advance with the vehicle speed V and the accelerator operation amount Acc as parameters, and the low-speed gear stage having a higher gear ratio as the vehicle speed V decreases or the accelerator operation amount Acc increases. It is determined to be established. The solid line in FIG. 4 is the upshift line, the broken line is the downshift line, and a predetermined hysteresis is provided. The shift control means 74 also switches the gear according to the shift request by the driver's manual operation when the manual shift mode is selected.

  The lockup control means 76 controls an electromagnetic hydraulic control valve, a switching valve and the like provided in the hydraulic control device 28 to switch the engagement / disengagement state of the lockup clutch 30. The engagement and release states are switched according to a predetermined switching map with the operation state such as the operation amount Acc and the vehicle speed V as parameters. In the motor travel mode, the engaged state is maintained. In addition, when the automatic transmission 20 is shifted or when the engine 12 is started, the engagement / release state is switched according to whether or not responsiveness is required according to the flowchart of FIG.

  In step S1 of FIG. 5, it is determined whether or not a down shift command for switching the gear stage to the low speed side is output by the shift control means 74. If the down shift command is output, step S3 is executed. If the downshift command is not output, step S2 is executed, and it is determined whether or not the hybrid control means 72 has output an engine start command. If the engine start command is not output, the process is terminated. If the engine start command is output, step S3 is executed. That is, step S3 is executed when at least one of the downshift command and the engine start command is output.

  In step S3, it is determined whether or not responsiveness is required based on the accelerator operation amount Acc. That is, when the accelerator operation amount Acc is large, it is considered that the driver desires a quick increase in driving force, so that responsiveness is required for both shifting and starting the engine 12, In this embodiment, it is determined whether or not the accelerator operation amount Acc is greater than or equal to a predetermined determination value Sacc. If Acc ≧ Sacc, it is determined that responsiveness is necessary, and step S4 is executed, and the lockup clutch 30 is engaged. If Acc <Sacc, it is determined that responsiveness is not necessary, and step S5 is executed to release the lockup clutch 30. The determination value Sacc is set to a constant value in the present embodiment, but a different value may be set according to the driving state such as the gear stage and the vehicle speed V. It is also possible to determine the necessity of responsiveness based on whether or not the change amount (change width or rate of change) of the accelerator operation amount Acc is equal to or greater than a predetermined determination value, and both the accelerator operation amount Acc and its change amount can be determined. You may make it judge using.

  6 and 7 both show that the accelerator pedal 46 is depressed while the vehicle is traveling at the fourth gear in the motor travel mode, and the accelerator operation amount Acc increases from the point P1 to P3 or P2 in FIG. It is an example of a time chart when a command and an engine start command (switch command to engine running mode) are output together. FIG. 6 shows the case where the accelerator operation amount Acc increases from the point P1 to the point P3, and at time t1, the engine start command and the 4 → 2 downshift command from the fourth gear to the second gear are output substantially simultaneously. This is the case. Since the point P3 exceeds the determination value Sacc, the determination in step S3 is YES (positive), step S4 is executed, and the engagement state of the lockup clutch 30 is maintained. FIG. 7 shows the case where the accelerator operation amount Acc increases from the point P1 to the point P2, and at time t1, the engine start command and the 4 → 3 downshift command from the fourth gear to the third gear are output substantially simultaneously. This is the case. Since the point P2 has not reached the determination value Sacc, the determination in Step S3 is NO (No), and Step S5 is executed to switch the lockup clutch 30 from the engaged state to the released state. In any case, the engagement control of the K0 clutch 34 is performed according to the engine start command, the engine rotational speed NE is increased as the transmission torque of the K0 clutch 34 increases, and the start control such as fuel injection and ignition is performed. The engine 12 is started.

  The graphs in the lock-up clutch (L / U clutch) and K0 clutch columns in FIGS. 6 and 7 are command values, and are turned on with a predetermined delay time when ON (engaged) or OFF (released) changes. The fastening and releasing states are switched. The solid line in the rotational speed column is the MG rotational speed NMG, the broken line is the turbine rotational speed NT, and the alternate long and short dash line is the engine rotational speed NE. NT4, NT3, and NT2 are synchronous rotational speeds of the fourth speed gear stage, the third speed gear stage, and the second speed gear stage, respectively.

  Here, in the case of FIG. 6 in which the downshift is performed with the lockup clutch 30 engaged, the turbine rotational speed NT is rapidly increased together with the MG rotational speed NMG, and the required time until the shift end time t2 is short. In addition, after the engine 12 is started, power is directly transmitted to the drive wheels via the lock-up clutch 30, so that the driving force is quickly increased in combination with excellent shift response. However, since the vibration and shift shock at the time of starting the engine are not absorbed by the torque converter 14, there is a possibility that the ride comfort may be deteriorated by these shocks. However, when the accelerator operation amount Acc is large, the driver promptly drives the driving force. Therefore, the driver's intention is that the driving force increases rapidly even if the ride quality deteriorates. In the case of FIG. 6, since the accelerator operation amount Acc continues to be large after the downshift, the torque amplification by the torque converter 14 is performed by switching the lockup clutch 30 to the disengaged state at time t3 when a predetermined time has elapsed. The action can be obtained.

  On the other hand, in the case of FIG. 7 where the lock-up clutch 30 is released and the downshift is performed, the turbine rotation speed NT is increased with a delay with respect to the MG rotation speed NMG, so the time required until the shift end time t2 However, the torque converter 14 reduces the shift shock. Further, vibrations at the time of starting the engine are absorbed by the torque converter 14 so that the shock is alleviated, and an excellent riding comfort is obtained in combination with the reduction of the shift shock at the time of downshift. However, the time required for shifting becomes longer, and the torque is transmitted via the torque converter 14 after the engine is started, so that the rise of the driving force is delayed, but the driver wants the driving force to increase so rapidly. Therefore, it is in accordance with the driver's intention to improve the ride comfort by giving priority to the mitigation of the shift shock and the like over the rapid increase of the driving force.

  As described above, in the hybrid vehicle 10 of the present embodiment, when the accelerator operation amount Acc is equal to or greater than the determination value Sacc during the downshift, the downshift is executed while the lockup clutch 30 is engaged, so the turbine is used together with the MG rotation speed NMG. The rotational speed NT is quickly increased, the required shift time is shortened, and excellent shift response is obtained. On the other hand, there is a possibility that the shift shock will deteriorate, but if the accelerator operation amount Acc is greater than or equal to the determination value Sacc, it is considered that the driver wants a quick increase in driving force. Giving priority to the speed change response matches the driver's intention.

  On the other hand, if the accelerator operation amount Acc is less than the determination value Sacc during the downshift, the downshift is executed with the lockup clutch 30 released, so that the increase in the turbine rotational speed NT is delayed and the required shift time is increased. The shift shock is alleviated by the torque converter 14. When the accelerator operation amount Acc is less than the judgment value Sacc, the driver does not want to increase the driving force so suddenly, so that the ride comfort is improved by giving priority to the reduction of the shift shock over the shift response. This is consistent with the driver's intention.

  Further, the present embodiment is applied to the hybrid vehicle 10 including the motor generator MG and the engine 12 as power sources, and the accelerator can be activated even when the engine 12 is requested to start during traveling in the motor traveling mode. When the manipulated variable Acc is equal to or greater than the determination value Sacc, the K0 clutch 34 is connected with the lock-up clutch 30 engaged, and the engine 12 is controlled to start. Although it may occur, it is not necessary to re-engage the lock-up clutch 30, so that a large driving force by the engine 12 can be obtained quickly. Thereby, when it overlaps with the downshift, the driving force is rapidly increased in combination with the improvement of the shift response of the downshift, which matches the driver's intention.

  When the accelerator operation amount Acc is less than the determination value Sacc, the K0 clutch 34 is connected with the lock-up clutch 30 released, and the engine 12 is controlled to start. Absorbs and reduces shock. As a result, even when the downshift is overlapped, an excellent ride comfort is obtained in combination with the reduction of the shift shock during the downshift, which matches the driver's intention.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this is an embodiment to the last, and this invention is implemented in the aspect which added various change and improvement based on the knowledge of those skilled in the art. Can do.

  10: Hybrid vehicle (vehicle) 12: Engine 14: Torque converter (fluid power transmission device) 20: Automatic transmission (transmission) 26: Drive wheel 30: Lock-up clutch 34: K0 clutch (connection / disconnection device) 46: Accelerator pedal (accelerator operating member) 70: Electronic control device 76: Lock-up control means MG: Motor generator (electric motor) Acc: Accelerator operation amount (output required amount) Sacc: Determination value

Claims (2)

A fluid power transmission device with a lock-up clutch that transmits power from a power source;
A transmission disposed in a power transmission path between the fluid power transmission device and the drive wheel;
An accelerator operation member that is operated according to the driver's output request amount;
In a vehicle control device having
During downshifting of the transmission, if the output request amount or the change amount of the output request amount is equal to or greater than a predetermined determination value, the downshift is executed with the lock-up clutch engaged, and the determination value If not, the downshift is executed in a state where the lock-up clutch is released or slipped. The power source includes an electric motor connected to the fluid power transmission device, and an engine connected to the electric motor via a connection / disconnection device,
When there is a request for starting the engine while the motor is running using only the electric motor as a power source with the connection / disconnection device cut off, the output request amount or the change amount of the output request amount is the determination value. In the above case, the connecting / disconnecting device is connected with the lock-up clutch engaged and the engine is controlled to start. When the lock-up clutch is less than the determination value, the lock-up clutch is released or slipped and the disconnect The vehicle control device according to claim 1, wherein a starting device is controlled by connecting a contact device.

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