JP2018189025A - Electronic control device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent sudden torque fluctuation more than driver's assumption, in a case when an engine is automatically stopped under establishment of an engine stop condition in stopping a vehicle, and the engine is automatically restarted under establishment of an engine restart condition thereafter.SOLUTION: In a case when an engine is automatically restarted by a driving operation of a driver such that an accelerator opening for accelerating the vehicle again is increased, during a time when the vehicle is stopped after the establishment of the engine stop condition during deceleration, and the engine is stopped, the engine is controlled to output while subtracting torque equivalent to calculated inertia torque of a torque converter 120.SELECTED DRAWING: Figure 2

Description

  The present invention relates to an electronic control device for a vehicle that automatically stops an engine if an engine stop condition is satisfied when the vehicle is stopped, and then automatically restarts the engine if an engine restart condition is satisfied.

  In general, when the automobile is temporarily stopped, the engine rotates in an idling state. However, such idling reduces the fuel efficiency of the automobile and increases the emission of carbon dioxide, which contributes to global warming. Therefore, for example, in Japanese Patent Application Laid-Open No. 2004-353777 (Patent Document 1), when the vehicle is temporarily stopped or idling, the engine is automatically stopped if the engine stop condition is satisfied, and then the engine restart condition is satisfied. For example, there has been proposed an idle stop control device that performs an operation of automatically restarting the engine (hereinafter referred to as idle stop).

  In Patent Document 1, as a method for restarting the engine, there is provided transmission mechanism input torque detecting means for detecting torque input to the transmission mechanism by restarting after the engine is stopped, and the idle stop control means is the transmission mechanism input torque. In the case where is large, a method of slidingly engaging the lockup clutch has been proposed.

  Japanese Patent Laid-Open No. 2010-84841 (Patent Document 2) discloses a method for restarting the engine when the engine restart condition is satisfied due to a cause unrelated to the driver's intention or operation when the vehicle is stopped. A method has been proposed in which the rate of increase in engine rotation is suppressed by slidingly engaging the clutch.

  Furthermore, in Japanese Patent Application Laid-Open No. 2010-84610 (Patent Document 3), as a method at the time of engine restart, the engine speed increase rate at the time of engine speed increase (at the time of startup) when restarting the engine is changed ( Engine speed increase rate changing means for controlling) and accelerator operation detecting means for detecting accelerator operation. The engine speed increase rate changing means is used when restarting the engine when the accelerator is on compared to when the accelerator is off. A method for increasing the engine speed increase rate is proposed.

JP 2004-353777 A JP 2010-84841 A JP 2010-84610 A

  In recent years, for the purpose of improving fuel performance, so-called coast stop control is performed in which the engine is stopped not only when the vehicle is stopped, but before the vehicle stops after the vehicle starts to decelerate. Even during coast stop control, when the user deliberately operates the accelerator, it is desirable to restart the engine promptly and re-accelerate the vehicle in order to improve drivability.

  When a driving operation such as increasing the accelerator opening is performed, for example, as shown in FIG. 4, in the accelerator opening-engine output torque map in which the horizontal axis represents the accelerator opening and the vertical axis represents the engine output torque, The current accelerator opening A on the map axis is specified, and a process for calculating the engine output torque B corresponding thereto is performed, and the engine control is performed so that the calculated engine output torque is obtained.

  However, if the engine is stopped before the vehicle stops after the vehicle starts decelerating, the turbine runner of the torque converter continues to rotate freely until the vehicle stops after the engine stops. Inertia torque is generated by inertial rotation. In such a situation, when the driver performs a driving operation such as increasing the accelerator opening in order to accelerate the vehicle again, it is calculated from the accelerator opening-engine output torque map of FIG. 4 based on the accelerator opening, for example. Inertia torque due to inertial rotation of the turbine runner of the torque converter is added to the output torque of the engine and input to the input shaft of the torque converter.

  If the inertia torque of the torque converter is added to the output torque of the engine, the torque will be applied to the input shaft of the torque converter more than when the accelerator opening is increased to the same degree during normal driving. It is conceivable that a phenomenon such as the occurrence of a shock of the vehicle due to a rapid torque fluctuation occurs and the drivability deteriorates so that the vehicle accelerates more rapidly than expected.

  In the method of Patent Document 1 described above, when the input torque of the torque converter suddenly increases, the shift shock is reduced by slidingly engaging the lock-up clutch. A torque that disappears without being transmitted to the machine is generated, leading to a deterioration in fuel consumption by the amount of the lost torque. Further, the method of absorbing excessive torque by slidingly engaging the lock-up clutch may cause factors such as heat generation of the clutch of the torque converter, and may cause problems such as a decrease in durability of the clutch.

  Further, in the method of Patent Document 2 described above, the rate of increase in the engine speed and the retard control of the ignition advance angle of the engine are linked with the inertia torque of the torque converter during vehicle deceleration or the driver's intentional accelerator. Since the opening operation or the like is not taken into consideration, there is a possibility that the output torque expected by the driver cannot be output when the engine is restarted due to insufficient engine output torque or the accelerator opening operation of the driver after the engine is stopped.

  Further, in the method of Patent Document 3 described above, the control for increasing the engine speed by turning on the accelerator and the control for slidingly engaging the lock-up clutch are performed in parallel, so that the increase in engine output torque when the accelerator is on can be reduced. If the lock-up clutch is slip-engaged, it is canceled out, which may lead to deterioration of fuel consumption. In addition, since the inertia torque of the torque converter during deceleration is not taken into account, the inertia torque of the torque converter is added to the increase of the torque of the engine output by the accelerator, which increases the torque unintended by the driver and causes a shock of the vehicle. There is also a possibility that it will lead to the occurrence. The method of absorbing excess torque by slidingly engaging the lock-up clutch may cause factors such as heat generation of the clutch of the torque converter, and may cause problems such as a decrease in durability of the clutch.

  The present invention has been made to solve the above-described problem. When the engine stop condition is satisfied when the vehicle is stopped, the engine is automatically stopped. When the engine restart condition is satisfied, the engine is automatically restarted. An object of the present invention is to obtain an electronic control device for a vehicle that prevents a torque fluctuation more sudden than expected by the driver.

A vehicle control apparatus according to the present invention is an electronic control apparatus for a vehicle that controls a vehicle including a torque converter having a lockup clutch between an engine and an automatic transmission,
When the automatic transmission is in a state where power can be transmitted before or when the vehicle is stopped, the engine is stopped if the engine stop condition is satisfied, and the engine is restarted if the engine restart condition is satisfied. And means for calculating inertia torque from the turbine speed of the torque converter,
After the engine stop condition is satisfied while the vehicle is decelerating and the engine is stopped, the engine is operated by the torque converter when the engine restart condition is satisfied by a driver's accelerator opening operation before the vehicle is stopped. The torque obtained by reducing the torque corresponding to the inertia torque is output.

  According to the vehicle control device of the present invention, the accelerator opening is set so that the driver accelerates the vehicle again after the vehicle satisfies the engine stop condition while the vehicle is decelerating and before the vehicle stops. When a driving operation such as raising is performed, it is possible to prevent the inertia torque generated by inertial rotation of the turbine runner of the torque converter from being added to the engine output torque calculated based on the accelerator opening. Therefore, it is possible to prevent a phenomenon such as a vehicle shock due to a sudden torque fluctuation, and to improve drivability when the engine is restarted. Further, since the engine output torque corresponding to the inertia torque of the torque converter can be reduced, fuel efficiency can be improved.

BRIEF DESCRIPTION OF THE DRAWINGS It is a system block diagram explaining the electronic control apparatus of the vehicle which concerns on Embodiment 1 of this invention. It is a flowchart which shows the flow of the control processing of the electronic controller of the vehicle which concerns on Embodiment 1 of this invention. It is a figure explaining the effect of the electronic controller of the vehicle concerning Embodiment 1 of this invention. It is the figure which showed an example of the engine output map based on the throttle opening of the electronic control apparatus of a vehicle.

  DESCRIPTION OF EMBODIMENTS Hereinafter, a preferred embodiment of a vehicle control device according to the present invention will be described with reference to the drawings.

Embodiment 1 FIG.
FIG. 1 is a system configuration diagram for explaining an electronic control device for a vehicle according to Embodiment 1 of the present invention. In FIG. 1, reference numeral 110 denotes an engine. The engine 110 may be a gasoline engine, and other engine forms such as a diesel engine may be used. Further, the engine 110 can generate torque or adjust the engine speed by a torque actuator 111 such as a fuel injection device or a throttle valve, for example.

  The engine 110 includes an auxiliary starter system 112 that assists in engine restart at engine speeds near zero. The starter system 112 is used, for example, for restarting the engine 110 when the driver manipulates the accelerator opening while the engine 110 is spinning down in response to the establishment of a prior idle stop condition. An engine rotation sensor 160 is connected to the output shaft of the engine 110, and the measured engine speed is input to the electronic control unit 100.

  The torque converter 120 connected to the engine 110 includes a lock-up clutch 121, and the lock-up clutch 121 is engaged with the lock-up clutch 121 based on a command value from the electronic control unit 100, By controlling the opening, it is possible to control the magnitude of the output torque of the engine 110 that is input as the input torque of the automatic transmission 130 described later.

  A turbine rotation sensor 161 that measures the turbine rotation speed is connected to the torque converter 120, and the turbine rotation speed of the torque converter 120 measured by the turbine rotation sensor 161 is input to the electronic control device 100.

  An automatic transmission 130 is connected to the torque converter 120. The output torque from the engine 110 is transmitted to the automatic transmission 130 via the torque converter 120 during traveling, and is converted into a torque according to the traveling state of the vehicle and the driver's intention by the automatic transmission 130, and a differential gear or drive It is output to the wheel 140 via the shaft. Examples of the automatic transmission 130 include a continuously variable transmission and a stepped transmission.

  A vehicle speed sensor 162 is connected to the wheel 140. The vehicle speed of the vehicle measured by the vehicle speed sensor 162 is input to the electronic control device 100.

  An accelerator opening sensor 163 is connected to an accelerator pedal 150 that is operated when the driver accelerates the vehicle. The accelerator opening degree read by the accelerator opening degree sensor 163 is input to the electronic control unit 100.

  The electronic control unit 100 includes an accelerator opening acquisition means 101, an engine start means 102, an engine stop means 103, an idle stop determination means 104, an engine torque setting means 105, an engine speed acquisition means 106, a lockup clutch fastening means 107, a turbine. Rotation speed acquisition means 108 and inertia torque calculation means 109 are provided, and a lock-up clutch according to the driving situation based on inputs of the accelerator opening sensor 163, the engine rotation sensor 160, the turbine rotation sensor 161, and the vehicle speed sensor 162. The control of the engagement of 121 and the control of the torque actuator 111 are performed, the output torque of the engine 110, the rotational speed control, the starter system 112 are controlled, and the engine restart from the engine stop state is performed.

  The idle stop determination unit 104 determines an engine stop condition for idle stop such that the vehicle speed read from the vehicle speed sensor 162 during deceleration of the vehicle is less than a predetermined value. If the idle stop determination is satisfied, the engine stop is performed. The means 103 instructs the engine torque setting means 105 to stop the engine. The engine torque setting means 105 stops the torque actuator 111 and performs engine stop control.

  The engine starting means 102 detects the accelerator opening with the accelerator opening sensor 163 when the driver performs an operation to increase the accelerator opening before the vehicle stops after the engine stops during deceleration of the vehicle. Obtained via the degree obtaining means 101. The engine starting means 102 controls engine start by controlling the starter system 112 when the accelerator opening exceeds a predetermined value, and controls the output torque of the engine 110 to the engine torque setting means 105. To start.

  The engine speed acquisition means 106 reads the engine speed via the engine speed sensor 160. Further, the turbine rotation speed acquisition unit 108 reads the turbine rotation speed of the torque converter 120 via the turbine rotation sensor 161.

  The lock-up clutch fastening means 107 receives the accelerator opening degree read by the accelerator opening degree obtaining means 101 and the vehicle speed read from the vehicle speed sensor 162, and inputs the target engine speed based on a preset lock-up map. The difference between the engine speed and the turbine speed of the torque converter 120 is calculated, and the lockup is performed while monitoring the engine speed read by the engine speed acquisition means 106 and the turbine speed read by the turbine speed acquisition means 108. Engagement control of the lockup clutch 121 is performed so that the differential rotation speed calculated from the map is obtained.

  The lock-up map is set with the vehicle speed and the accelerator opening as inputs, and with the output of the differential speed between the engine speed and the turbine speed of the torque converter 120 according to the driving state of the automobile. For example, when the vehicle speed is low and the accelerator opening is large, the engine speed that is the output of the lockup map is used to reduce the shock of the vehicle due to an increase in torque at the torque converter 120 and a sudden output torque fluctuation of the engine 110. The torque converter 120 is set to increase the differential rotational speed of the turbine rotational speed, that is, to release the lockup clutch 121. When the vehicle speed is high and the accelerator opening is small, in order to prevent torque cross of torque converter 120 and improve fuel efficiency, the difference between the engine speed that is the output of the lockup map and the turbine speed of torque converter 120 is set to zero. That is, the lockup clutch 121 is set to be engaged. When the vehicle speed is low and the accelerator opening is small, in order to improve both fuel efficiency and shock suppression, the difference between the engine speed that is the output of the lock-up map and the turbine speed of the torque converter 120 is set to the running speed of the vehicle. The lockup clutch 121 is set so as to slide and engage depending on the state.

  The inertia torque calculation means 109 acquires the engine speed from the engine speed acquisition means 106, acquires the turbine speed of the torque converter 120 from the turbine speed acquisition means 108, and stops the engine during deceleration of the vehicle. Before the vehicle stops, the inertia torque of the torque converter 120 when the engine is restarted by the driver's accelerator opening operation is calculated. As the inertia torque of the torque converter 120, the torque on the input side of the torque converter 120 driven by the inertial rotation of the turbine of the torque converter 120 when the engine is stopped during deceleration of the vehicle, that is, the torque applied to the output shaft side of the engine 110 Is calculated and applied.

As a calculation method of the inertia torque of the torque converter 120, for example, a calculation method using a pump capacity coefficient of the torque converter 120 can be considered. The speed ratio e is calculated from the turbine rotation speed of the torque converter 120 from the engine rotation speed by the following equation (1).
Speed ratio e = turbine speed / engine speed (Equation 1)

Using the calculated speed ratio e as an input, the pump capacity coefficient c is calculated from the characteristic map of the speed ratio e of the torque converter 120 and the pump capacity coefficient c (Nm / rpm ² ).

The inertia torque Tt ₀ (Nm) of the torque converter 120 when the engine is restarted before the vehicle is stopped after the engine is stopped during deceleration of the vehicle is the pump capacity coefficient c calculated from the speed ratio e and the engine speed. Based on this, it can be calculated by the following equation (Equation 2).
Inertia torque Tt ₀ (Nm) = c (Nm / rpm ² ) × (engine speed (rpm)) ² (Expression 2)
If the time for reducing the inertia torque Tt of the torque converter 120 from the output torque of the engine 110 is _tre (s) and the duration of the reduction is t (s), the torque is reduced from the output torque of the engine 110 after the engine restart. The inertia torque Tt _n (n = 1, 2, 3...) Of the torque converter 120 is calculated by the following equation (Equation 3).
Inertia torque Tt _n (Nm) = Tt ₀ (Nm) × (T _re (s) −t (s)) / T _re (s) (Equation 3)

  The engine torque setting means 105 calculates engine output torque and controls the torque actuator 111 to control output torque of the engine 110.

  When the engine torque setting means 105 receives an engine stop instruction from the engine stop means 103, the engine output torque is set to zero and engine stop control is performed. When the engine torque setting means 105 receives an engine start instruction from the engine start means 102, the engine torque setting means 105 shows, for example, the accelerator opening-engine output torque map of FIG. 4 from the accelerator opening obtained by the accelerator opening obtaining means 101. Thus, the torque actuator is specified so that the current accelerator opening A on the map axis of the accelerator opening is specified, the engine output torque B corresponding to the specified accelerator opening A is calculated, and the calculated engine output torque is output. 111 is controlled.

When the driver operates the accelerator opening and restarts the engine before stopping the vehicle after the engine stops while the vehicle is decelerating, the engine torque setting means 105 determines the inertia torque from the engine output torque calculated from the accelerator opening. Engine output torque reduction control for reducing the inertia torque Tt _n (Nm) calculated by the calculation means 109 is performed.

  FIG. 2 is a flowchart showing a flow of control processing of the vehicle electronic control device according to the first embodiment.

  In the electronic control device 100, the vehicle ignition key is turned on by the driver, the energization of the electronic control device 100 is started and started up, and then the vehicle ignition key is turned off by the driver and the electronic control device 100 is energized. The control process of a fixed period is executed at a preset time interval until it stops.

  In step S201, it is determined whether the engine is stopped during the idle stop control. If the engine is stopped, the process proceeds to step S202. If the engine is operating, the process proceeds to step S206.

  In step S202, it is determined whether the engine restart condition is satisfied by operating the accelerator opening degree while the engine is stopped during the idle stop control. When the engine restart condition is satisfied, the process proceeds to step S203. If the engine restart condition is not satisfied, the process is terminated and the process is performed again at the next fixed cycle execution timing.

  In step S203, a process for acquiring the turbine rotational speed is performed, and then the process proceeds to step S204.

  In step S204, the inertia torque calculation unit 109 executes the inertia torque calculation process of the torque converter 120 from the above equations (1) and (2). Next, the process proceeds to step S205.

  In step S205, from the accelerator opening obtained by the accelerator opening obtaining means 101 by the execution of the engine torque setting means 105, for example, as shown in the accelerator opening-engine output torque map of FIG. Is determined, the engine output torque B corresponding to the accelerator opening A is calculated, and the inertia torque of the torque converter 120 calculated in step S204 or step S208 is subtracted from the calculated output torque of the engine 110. The value is determined as the engine output torque.

  In step S206, it is determined whether or not the inertia torque reduction process of the torque converter 120 is being performed. When the inertia torque reduction process of the torque converter 120 is being performed, the process proceeds to step S207. When the reduction process is completed or when the reduction process is not performed, the process proceeds to step S211.

  In step S207, it is determined whether the inertia torque reduction processing execution time of the torque converter 120 has continued for a predetermined time set in advance. If it has not continued for a predetermined time, the process proceeds to step S208, and if it has continued for a predetermined time, the process proceeds to step S210.

  In step S208, the inertia torque subtraction process of the torque converter 120 is performed from the above equations (2) and (3) according to the duration of the engine output torque reduction process, and then the process proceeds to step S209.

  In step S209, the duration of the inertia torque reduction process of the torque converter 120 is counted up, and then the process proceeds to step S205.

  In step S210, the inertia torque reduction process of the torque converter 120 is terminated, and then the process proceeds to step S211.

  In step S211, the current accelerator opening A on the map axis of the accelerator opening is specified from the accelerator opening acquired by the accelerator opening acquiring means 101, as shown in the accelerator opening-engine output torque map of FIG. Then, a process for calculating the corresponding engine output torque is performed. The process of subtracting the inertia torque of the torque converter 120 from the engine output torque calculated based on the accelerator opening is not performed.

  Next, effects of the vehicle electronic control apparatus according to Embodiment 1 will be described. FIG. 3 is a diagram illustrating the effect of the vehicle electronic control device according to the first embodiment. In FIG. 3, when the vehicle speed S starts to decrease while the vehicle is decelerating, slip engagement control of the lockup clutch 121 is started. A symbol C <b> 1 in FIG. 3 represents a slip engagement section of the lockup clutch 121. By controlling the lock-up clutch 121 in a sliding manner, the differential rotational speed between the turbine rotational speed T and the engine rotational speed E gradually increases.

  When the vehicle speed further decreases and falls below a predetermined value, the engine 110 stops and the lockup clutch 121 is released. While the lock-up clutch 121 is released, the turbine speed T gradually decreases due to the inertia torque of the torque converter 120 while the vehicle is decelerating. Although the engine speed E after the engine is stopped is significantly lower than the turbine speed T, the engine speed E continues to rotate with inertia due to the inertia torque of the torque converter 120. 3 represents the disengagement section of the lock-up clutch 121.

  After the engine stops, the engine 110 restarts when the driver performs an accelerator opening operation before the engine stops. The code | symbol D of FIG. 3 represents the accelerator opening area.

  The engine output torque when the engine is restarted is a torque obtained by reducing the inertia torque TQ2 (vertical stripe pattern portion in FIG. 3) of the torque converter 120 from the engine output torque TQ1 calculated based on the accelerator opening as the engine output torque. Thus, the torque actuator 111 of the engine 110 is controlled. The symbol TQ in FIG. 3 represents a change in engine output torque when the engine is restarted.

  Control for reducing the inertia torque TQ2 of the torque converter 120 from the engine output torque TQ1 is performed until the engine torque reduction end period, which is a predetermined period, and the inertia torque TQ2 of the torque converter 120 that decreases from the engine output torque TQ1 according to the duration time. Reduce gradually.

  After the control end period during which the inertia torque TQ2 of the torque converter 120 is reduced, the engine output torque TQ corresponding to the accelerator opening is output as usual.

As described above in detail, the electronic control device for a vehicle according to Embodiment 1 is an engine that is operated by the driver's accelerator opening operation before the vehicle stops after the engine stop condition is satisfied and the engine is stopped during deceleration of the vehicle. When the restart condition is satisfied, engine control is performed so that the output corresponding to the calculated torque equivalent to the inertia torque of the torque converter 120 is reduced, and this control is continued for a certain period of time so as to reduce the amount of torque to be reduced over time. Therefore, during the deceleration of the vehicle, the driver performed the driving operation such as increasing the accelerator opening to accelerate the vehicle again until the vehicle stopped after the engine stop condition was satisfied and the engine stopped. The inertia torque due to inertial rotation of the turbine runner of the torque converter 120 is added to the output torque of the engine 110 calculated based on the accelerator opening. It has been prevented be output. As a result, it is possible to prevent a phenomenon such as a shock of the vehicle due to a sudden torque fluctuation so that the vehicle accelerates more rapidly than expected by the driver, and improve drivability when the engine is restarted. It becomes possible. Further, since the output torque of the engine 110 can be reduced by the amount of inertia torque of the torque converter 120, fuel efficiency can be improved.
In the present invention, the embodiments can be appropriately modified and omitted within the scope of the invention.

DESCRIPTION OF SYMBOLS 100 Electronic control apparatus, 101 Accelerator opening degree acquisition means, 102 Engine starting means, 103 Engine stop means, 104 Idle stop determination means, 105 Engine torque setting means, 106 Engine speed acquisition means, 107 Lock-up clutch fastening means, 108 Turbine Rotational speed acquisition means, 109 inertia torque calculation means, 110 engine, 111 torque actuator, 112 starter system, 120 torque converter, 121 lock-up clutch, 130 automatic transmission, 140 wheels, 150 accelerator pedal, 160 engine rotation sensor, 161 turbine Rotation sensor, 162 Vehicle speed sensor, 163 Accelerator opening sensor

A vehicle control apparatus according to the present invention is an electronic control apparatus for a vehicle that controls a vehicle including a torque converter having a lockup clutch between an engine and an automatic transmission,
When the automatic transmission is in a state where power can be transmitted before or when the vehicle is stopped, the engine is stopped if the engine stop condition is satisfied, and the engine is restarted if the engine restart condition is satisfied. A lockup map in which a difference speed between the engine speed and the turbine speed of the torque converter according to the driving state of the vehicle is set in advance. Lock-up clutch engagement means for controlling the engagement of the lock-up clutch so that the difference between the engine speed and the turbine speed set in the lock-up map is obtained, and inertia torque from the turbine speed of the torque converter. An inertia torque calculation means for calculating,
After the engine stop condition is satisfied and the engine is stopped while the vehicle is decelerating based on the lockup clutch engagement control by the lockup clutch engagement means , the driver operates the accelerator opening before the vehicle stops. When the engine restart condition is satisfied, the engine continues processing for reducing the torque corresponding to the inertia torque of the torque converter for a set period .

Claims (3)

An electronic control device for a vehicle that controls a vehicle including a torque converter having a lock-up clutch between an engine and an automatic transmission,
When the automatic transmission is in a state where power can be transmitted before or when the vehicle is stopped, the engine is stopped if the engine stop condition is satisfied, and the engine is restarted if the engine restart condition is satisfied. Means to
An inertia torque calculation means for calculating an inertia torque from the turbine rotational speed of the torque converter,
After the engine stop condition is satisfied while the vehicle is decelerating and the engine is stopped, the engine is operated by the torque converter when the engine restart condition is satisfied by a driver's accelerator opening operation before the vehicle is stopped. An electronic control device for a vehicle that outputs a torque obtained by reducing a torque corresponding to the inertia torque of the vehicle.   The electronic control for a vehicle according to claim 1, wherein when the engine is restarted after the engine restart condition is satisfied, a process of reducing the torque corresponding to the inertia torque of the torque converter from the engine output is continued for a predetermined period. apparatus.   The electronic control device for a vehicle according to claim 1 or 2, wherein a torque amount to be reduced from the engine output is reduced with a lapse of time after starting reduction of output torque of the engine.

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