JP6713213B2 - Vehicle control device - Google Patents

Description

The present invention relates to a control device used in a vehicle equipped with a belt type continuously variable transmission.

In recent years, IDS control has been adopted for vehicles using an engine as a drive source for the purpose of improving fuel efficiency. In a vehicle adopting the IDS control, the engine is automatically stopped (idling stop) when the vehicle speed falls below a predetermined IDS start vehicle speed due to a driver's brake operation, for example. After that, when the driver releases the brake operation, the engine is automatically restarted.

Some vehicles adopt IDS control and are equipped with a belt-type continuously variable transmission (CVT). In this vehicle type, for example, a forward clutch is interposed between the torque converter and the continuously variable transmission, and when the engine is stopped (deceleration IDS) while the vehicle is decelerating, the forward clutch is released. When the engine is stopped during deceleration of the vehicle, the hydraulic pressure (secondary pressure) supplied to the secondary pulley of the continuously variable transmission is set to the minimum pressure. As a result, the torque applied to the belt of the continuously variable transmission during deceleration of the vehicle can be reduced (the torque from the engine can be cut off), and slippage between the pulley and the belt due to inertia torque can occur during sudden braking. The occurrence of (belt slippage) can be suppressed.

JP, 2013-181408, A

When the IDS is restored by restarting the engine, it is necessary to engage the forward clutch in order to transmit the power from the engine to the continuously variable transmission. When engaging the forward clutch, the hydraulic pressure (clutch pressure) supplied to the forward clutch must be swept up by garage control in order to prevent belt slip and shock due to sudden engagement.

The hydraulic circuit capable of garage control includes, for example, a clutch modulator valve that outputs a clutch modulator pressure, a linear solenoid valve that outputs a control pressure, and a hydraulic pressure obtained by amplifying the control pressure with a predetermined amplification degree to a secondary pulley of a continuously variable transmission. A clamping pressure control valve for supplying to. The hydraulic circuit also includes an on/off valve and a garage shift valve.

The on/off valve is a solenoid valve that is switched on/off by energization/de-energization, and outputs the signal pressure of the garage shift valve in the on state. The garage shift valve includes a spool that is displaced between a transient position and an engagement position by supplying/stopping the signal pressure from the on/off valve. When the spool is in the transition position, the control pressure is input from the linear solenoid valve to the garage shift valve, and the control pressure is output from the garage shift valve and supplied to the forward clutch. On the other hand, when the spool is in the engagement position, the clutch modulator pressure is input from the clutch modulator valve to the garage shift valve, and the clutch modulator pressure is output from the garage shift valve and supplied to the forward clutch.

In order to perform the garage control at the time of returning to the IDS, it is necessary to turn on the on/off valve and displace the spool of the garage shift valve from the engagement position to the transition position. However, when the IDS is restored, a voltage is applied to a starter provided with the engine, and the starter operates to crank the engine. Since the operating power of the starter is large, the power supply voltage (battery voltage) temporarily greatly decreases when the starter operates. Therefore, a sufficient voltage is not applied to the on/off valve, and there is a concern that the on/off valve will not be turned on. If the on/off valve does not turn on, the spool of the garage shift valve does not move from the engaged position to the transient position, garage control cannot be performed, the clutch modulator pressure is supplied to the forward clutch, and the forward clutch is released. Sudden engagement causes shock due to the sudden engagement.

An object of the present invention is to provide a vehicle control device capable of performing garage control at the time of returning to the IDS and suppressing sudden engagement of friction engagement elements by the garage control.

In order to achieve the above-mentioned object, a vehicle control device according to the present invention includes an engine, a belt type continuously variable transmission, wheels, and a hydraulic friction that transmits/interrupts power between the engine and the wheels. An engagement element, a hydraulic circuit having a state in which the hydraulic pressure supplied to the friction engagement element is maintained at the engagement pressure, and a state in which garage control is possible to control the friction engagement element from release to engagement, and a hydraulic circuit A control device used in a vehicle equipped with a hydraulic circuit switching means for switching between the states described above, wherein the engine is stopped in response to satisfaction of a predetermined IDS start condition, and a predetermined IDS return condition is set during the stop. When the IDS control means executes the IDS control for restarting the engine by the IDS restoration in accordance with the establishment, and the IDS restoration is attempted during the period after the IDS start condition is established and before the IDS restoration condition is established. When it is determined by the determination means that the garage control needs to be performed, it is determined whether or not the garage control needs to be performed. And a garage control preparation means for making the garage control possible.

According to this configuration, in the IDS control, the engine is stopped when the IDS start condition is satisfied, and the engine is restarted when the IDS restoration condition is satisfied while the engine is stopped.

During the period from the satisfaction of the IDS start condition to the satisfaction of the IDS return condition, it is determined whether or not the garage control needs to be performed when the IDS is to be restored. For example, when the friction engagement element may be released, it is determined that the garage control needs to be performed because the garage control needs to be performed when engaging the friction engagement element. It When it is determined that the garage control needs to be performed, the hydraulic circuit is brought into the garage control enable state. This makes it possible to start the garage control when the IDS return condition is satisfied and the friction engagement element needs to be engaged with the engine restart. In the garage control, since the hydraulic pressure supplied to the friction engagement element is controlled, the sudden engagement of the friction engagement element can be suppressed, and the occurrence of shock due to the sudden engagement of the friction engagement element can be suppressed. You can

According to the present invention, it is possible to start the garage control when the IDS return condition is satisfied and the friction engagement element needs to be engaged with the engine restart. In the garage control, since the hydraulic pressure supplied to the friction engagement element is controlled, the sudden engagement of the friction engagement element can be suppressed, and the occurrence of shock due to the sudden engagement of the friction engagement element can be suppressed. You can

It is a figure showing composition of an important section of a vehicle in which an ECU concerning one embodiment of the present invention was carried. It is a flow chart which shows a flow of garage control preparation processing. It is a figure which shows the time change of the vehicle speed, the ON/OFF state of an electric oil pump (EOP), the state of clutch engagement determination, and the ON/OFF state of an SL valve during a garage control preparation process.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

<Structure of essential parts of vehicle>
FIG. 1 is a diagram showing a configuration of a main part of a vehicle 1 equipped with an ECU 51 according to an embodiment of the present invention.

The vehicle 1 is an automobile that uses an engine (E/G) 2 as a power source. The output of the engine 2 is input to a continuously variable transmission (CVT) 4 via a torque converter 3. A hydraulic forward clutch C is interposed between the torque converter 3 and the continuously variable transmission 4. The forward clutch C is engaged/released in order to transmit/disconnect the power from the engine 2. The power output from the continuously variable transmission 4 is transmitted to the drive wheels (for example, the left and right front wheels) of the vehicle 1 via a differential gear (not shown).

The engine 2 is provided with an electronic throttle valve for adjusting the amount of intake air into the combustion chamber of the engine 2, an injector (fuel injection device) for injecting fuel into intake air, and an ignition plug for producing electric discharge in the combustion chamber. Has been. Further, the engine 2 is provided with a starter for starting the engine.

The continuously variable transmission 4 has a known belt type structure. Specifically, the continuously variable transmission 4 includes an input shaft 11 to which power from the engine 2 is input, a primary shaft 12 to which power is transmitted from the input shaft 11, and a secondary shaft provided in parallel with the primary shaft 12. A shaft 13, a primary pulley 14 supported by the primary shaft 12 in a non-rotatable manner, a secondary pulley 15 supported in a non-rotatable manner by the secondary shaft 13, and a belt wound around the primary pulley 14 and the secondary pulley 15. 16 and 16.

The primary pulley 14 is arranged so as to face the fixed sheave 21 fixed to the primary shaft 12 and the fixed sheave 21 with the belt 16 sandwiched therebetween, and is supported by the primary shaft 12 so as to be movable in the axial direction thereof and non-rotatably supported. 22 and 22. A piston 23 fixed to the primary shaft 12 is provided on the side opposite to the fixed sheave 21 with respect to the movable sheave 22, and a piston chamber (oil chamber) 24 is formed between the movable sheave 22 and the piston 23. There is.

The secondary pulley 15 is disposed so as to face the fixed sheave 25 fixed to the secondary shaft 13 and the fixed sheave 25 with the belt 16 interposed therebetween, and is supported by the secondary shaft 13 so as to be movable in the axial direction thereof and non-rotatable. And a movable sheave 26. A piston 27 fixed to the secondary shaft 13 is provided on the side opposite to the fixed sheave 25 with respect to the movable sheave 26, and a piston chamber 28 is formed between the movable sheave 26 and the piston 27.

Although not shown, a bias spring for applying an initial clamping pressure (initial thrust) to the belt 16 is interposed between the movable sheave 26 and the piston 27. The elastic force of the bias spring urges the movable sheave 26 and the piston 27 in directions away from each other.

The continuously variable transmission 4 also includes a hydraulic circuit 31 for supplying hydraulic pressure to the primary pulley 14, the secondary pulley 15, the forward clutch C, and the like.

The hydraulic circuit 31 includes a mechanical oil pump (MOP) 32 that is driven by the power of the engine 2 and an electric oil pump (EOP) 33 that is driven by the power of the electric motor, as sources of hydraulic pressure. The mechanical oil pump 32 and the electric oil pump 33 are provided in parallel, and can suck up the oil stored in the oil pan 34 independently of each other.

The hydraulic circuit 31 also includes a clutch modulator valve 41, a linear solenoid valve 42, a garage shift valve 43, an SL valve 44, and a clamping pressure control valve 45.

The clutch modulator valve 41 is a valve that outputs the clutch modulator pressure. Since the clutch modulator valve 41 has a low hydraulic pressure generated by the mechanical oil pump 32 or the electric oil pump 33, when the line pressure input to the clutch modulator valve 41 is less than a certain pressure, the clutch modulator valve 41 has the same line pressure as the line pressure. Outputs modulator pressure. On the other hand, when the line pressure is equal to or higher than the constant pressure, the line pressure is regulated and the clutch modulator pressure of the constant pressure is output.

The linear solenoid valve 42 is a normally open type (normally open type) solenoid valve. The clutch modulator pressure is input to the input port of the linear solenoid valve 42. In the linear solenoid valve 42, the energization of the electromagnetic coil is controlled to regulate the pressure of the clutch modulator input to the input port, and the hydraulic pressure (control pressure) obtained by the pressure regulation is output from the output port.

The garage shift valve 43 changes the hydraulic pressure supplied to the forward clutch C to a control pressure (transient pressure) and a holding pressure during a garage shift in which the N range (neutral range) is switched to the D range (forward range) or the R range (reverse range). This is a valve for switching to and. To the garage shift valve 43, the output hydraulic pressure of the linear solenoid valve 42 is input as a control pressure, and the clutch modulator pressure is input as a holding pressure.

The SL valve 44 is a normally closed type on/off solenoid valve. The SL valve 44 opens when the electromagnetic coil is energized (ON) and closes when the electromagnetic coil is de-energized (OFF). The SL valve 44 receives, for example, a modulator pressure obtained by adjusting the line pressure. When the SL valve 44 is opened, a modulator pressure is output from the SL valve 44, and the modulator pressure is input to the garage shift valve 43 as a signal pressure. When the modulator pressure is input to the garage shift valve 43 while the modulator pressure is sufficiently high, the spool of the garage shift valve 43 is displaced from the engagement position where the clutch modulator pressure is output to the transition position where the control pressure is output.

The output hydraulic pressure of the linear solenoid valve 42 is input to the clamping pressure control valve 45. The pinching control valve 45 amplifies the hydraulic pressure input from the linear solenoid valve 42 by a predetermined amplification degree and outputs it. The hydraulic pressure output from the clamping pressure control valve 45 is supplied to the piston chamber 28 of the secondary pulley 15 as the secondary pressure acting on the movable sheave 26.

The vehicle 1 is provided with an ECU (Electronic Control Unit) 51 including a microcomputer (micro controller unit). The microcomputer contains, for example, a CPU, a ROM, a RAM, a data flash (flash memory), and the like. Although only one ECU 51 for controlling the continuously variable transmission 4 is shown in FIG. 1, the vehicle 1 is equipped with a plurality of ECUs having the same configuration as the ECU 51 in order to control each part. ing. A plurality of ECUs including the ECU 51 are connected so as to be capable of bidirectional communication according to a CAN (Controller Area Network) communication protocol.

A turbine rotation speed sensor 52, an input shaft rotation speed sensor 53, a hydraulic pressure sensor 54, and the like are connected to the ECU 51.

The turbine rotation speed sensor 52 outputs a pulse signal synchronized with the rotation of the turbine runner of the torque converter 3 as a detection signal. The ECU 51 converts the frequency of the pulse signal input from the turbine rotation speed sensor 52 into a turbine rotation speed NT that is the rotation speed of the turbine runner.

The input shaft rotation speed sensor 53 outputs, for example, a pulse signal synchronized with the rotation of the input shaft 11 of the continuously variable transmission 4 as a detection signal. The ECU 51 converts the frequency of the pulse signal input from the input shaft rotation speed sensor 53 into the input shaft rotation speed NIN which is the rotation speed of the input shaft 11.

The hydraulic pressure sensor 54 outputs a detection signal corresponding to the hydraulic pressure (secondary pressure) acting on the movable sheave 26 of the secondary pulley 15 of the continuously variable transmission 4. The ECU 51 acquires the secondary pressure from the detection signal of the hydraulic sensor 54.

The ECU 51 controls driving of the electric oil pump 33 and controls engagement/release of the forward clutch C based on information obtained from detection signals of various sensors and/or various information input from other ECUs. Energization to the linear solenoid valve 42 and the SL valve 44 is controlled for (clutch control) and secondary pressure control (clamping control).

In the vehicle 1, IDS control (idling stop control) is executed. IDS control is a technique for improving fuel efficiency by suppressing idling of the engine 2. As information necessary for IDS control, information such as vehicle speed and brake pedal operation amount is input to an IDSECU that is an ECU for IDS control.

In the IDS control, when the brake pedal is operated (stepped on) while the vehicle 1 is traveling, an IDSECU (not shown) determines whether or not a predetermined IDS start condition is satisfied. The IDS start condition is, for example, a condition that the vehicle speed is equal to or lower than a predetermined idling stop execution vehicle speed (for example, 10 km/h), and that the brake pedal is operated for a certain time or longer. While the brake pedal is being operated, whether or not the IDS start condition is satisfied is determined at a constant cycle. Then, when the IDS start condition is satisfied, the IDS request is transmitted from the IDSECU to the engine ECU that is the ECU for controlling the engine 2 in response to the satisfaction of the IDS start condition. The engine 2 is stopped (idling stop) by the ECU.

After the start of idling stop, the IDSECU determines whether or not a predetermined IDS return condition is satisfied at a constant cycle. The IDS return condition is, for example, a condition in which the operation of the brake pedal is released (the driver's foot is released from the brake pedal) during idling stop. When the IDS return condition is satisfied, the IDSECU sends an IDS return request to the engine ECU, and in response to the IDS return request, the engine ECU operates the starter to restart the engine 2.

The function of the IDSECU may be incorporated in the engine ECU. The functions of the IDSECU may be incorporated in the ECU 51, or the functions of the IDSECU and the engine ECU may be incorporated in the ECU 51.

<Garage control preparation processing>
FIG. 2 is a flowchart showing the flow of the garage control preparation process. FIG. 3 is a diagram showing the vehicle speed during the garage control preparation process, the electric oil pump (EOP) on/off state, the clutch engagement determination state, and the on/off state of the SL valve 44 with time.

When the IDS start condition is satisfied and the IDS ECU outputs an IDS request, the ECU 51 executes a garage control preparation process in preparation for the garage control when the IDS is restored. In the garage control, in order to prevent the occurrence of belt slip and shock due to the sudden engagement of the forward clutch C, the spool of the garage shift valve 43 transitions in order to gently increase (sweep up) the hydraulic pressure supplied to the forward clutch C. The energization of the linear solenoid valve 42 is controlled in the state of being positioned.

When the IDS request is output, the SL valve 44 is energized and the SL valve 44 is turned on. When the SL valve 44 is turned on, a signal pressure is input from the SL valve 44 to the garage shift valve 43, and the spool of the garage shift valve 43 is displaced from the engagement position to the transient position. Further, the energization of the linear solenoid valve 42 is controlled so that the output hydraulic pressure of the linear solenoid valve 42 becomes the minimum pressure. As a result, the minimum pressure of the linear solenoid valve 42 is supplied to the forward clutch C through the garage shift valve 43, and the forward clutch C is released (time T1).

Further, when the output hydraulic pressure of the linear solenoid valve 42 falls to the minimum pressure, the minimum pressure is supplied to the secondary pulley 15 through the clamping pressure control valve 45, so that the clamping force applied from the movable sheave 26 of the secondary pulley 15 to the belt 16 is reduced. The pressure is the lowest. Therefore, even if the vehicle 1 is suddenly braked, damage to the belt, the movable sheave 26 and the like when the belt slips due to the inertia torque occurs can be suppressed.

When the forward clutch C is released, it is determined whether or not the forward clutch C can be engaged (clutch engagement availability determination) based on the engine speed (pump capacity of the mechanical oil pump 32). If the result of this clutch engagement determination is not satisfied, that is, if the forward clutch C cannot be engaged, in the case of conventional control, the SL valve 44 is turned off as indicated by the broken line to save power. On the other hand, it is determined that the SL valve 44 is turned on while shifting. At this time, since the SL valve 44 has already been turned on, the on state continues. Since the SL valve 44 remains in the ON state, the garage control preparation state in which the spool of the garage shift valve 43 is located at the transitional position continues (step S1).

After that, it is determined whether or not the ON permission condition for permitting the electric oil pump (EOP) 33 to be turned on is satisfied (step S2). The ON permission condition is that even if the electric oil pump 33 is turned on and the hydraulic pressure generated by the electric oil pump 33 is supplied to the forward clutch C without being regulated, excessive shock or slippage due to the sudden engagement of the forward clutch C. Is a condition that does not occur, for example, a condition that the vehicle speed is 0 km/h. The vehicle speed is acquired from the detection signal of the vehicle speed sensor 55 (see FIG. 1) by the ECU 51 or from the detection signal of the vehicle speed sensor 55 by another ECU, and is input from the ECU to the ECU 51.

The electric oil pump 33 is not turned on until the ON permission condition is satisfied (NO in step S2). When the ON permission condition is satisfied (YES in step S2), the electric oil pump 33 is turned on (step S3, time). T2).

When the electric oil pump 33 is turned on, the electric oil pump 33 generates hydraulic pressure, and the generated hydraulic pressure becomes the line pressure. At this time, since the spool of the garage shift valve 43 is located at the transitional position, the hydraulic pressure generated by the electric oil pump 33 is supplied to the forward clutch C through the normally open type linear solenoid valve 42 and the garage shift valve 43. By supplying the hydraulic pressure generated by the electric oil pump 33 to the forward clutch C, the forward clutch C is engaged (time T3).

The hydraulic pressure generated by the electric oil pump 33 is supplied to the secondary pulley 15 through the clutch modulator valve 41 and the normally open type linear solenoid valve 42. By supplying the hydraulic pressure generated by the electric oil pump 33 to the secondary pulley 15, the clamping pressure applied to the belt 16 from the movable sheave 26 of the secondary pulley 15 increases.

Then, the secondary pressure acting on the movable sheave 26 is acquired from the detection signal of the hydraulic sensor 54. Then, it is determined whether or not the secondary pressure has risen to a predetermined pressure (step S4). At this time, since the secondary pulley 15 is stopped, the secondary pressure and the clamping pressure are substantially equal to each other.

The predetermined pressure is set to the hydraulic pressure required for the complete engagement of the forward clutch C. When the secondary pressure (clamping pressure) rises to a predetermined pressure (YES in step S4), the forward clutch C is completely engaged.

When the forward clutch C is completely engaged (YES in step S5), the garage control is not necessary, so the SL valve 44 is turned off by de-energizing (step S6, time T3). When the SL valve 44 is turned off, the signal pressure is not input from the SL valve 44 to the garage shift valve 43, and the garage shift valve 43 is displaced from the transition position to the engagement position. At this time, when the garage shift valve 43 is displaced to the engagement position, the hydraulic pressure generated by the electric oil pump 33 is supplied to the forward clutch C through the clutch modulator valve 41 and the garage shift valve 43. As a result, the engaged state of the forward clutch C is maintained. Since the SL valve 44 is de-energized to save power, it is possible to improve fuel efficiency by saving power.

After that, it is determined whether the idling stop is continuing (step S7).

When the idling stop is continuing (YES in step S7), the clutch engagement determination as to whether or not the forward clutch C is engaged is repeated (step S5).

A manual valve (not shown) is interposed between the clutch modulator valve 41 and the garage shift valve 43. The manual valve is a valve that outputs hydraulic pressure corresponding to the position of the shift lever, and outputs the clutch modulator pressure in the D range and stops outputting the clutch modulator pressure in the N range.

Therefore, when the D range is shifted to the N range during idling stop, the hydraulic pressure generated by the electric oil pump 33 output from the clutch modulator valve 41 is not supplied to the forward clutch C, and the forward clutch C is released. When the forward clutch C is released, the result of the clutch engagement determination is not established (NO in step S5, time T4), and the SL valve 44 is turned on (step S8). When the SL valve 44 is turned on, the spool of the garage shift valve 43 is displaced from the engagement position to the transition position, and the garage preparation state is prepared for the shift operation from the N range to the D range.

In this way, while the idling stop continues, the forward clutch C is engaged, or the SL valve 44 is turned on and the spool of the garage shift valve 43 is in the garage control preparation state in which the spool is in the transition position. Either state is maintained. When the idling stop is stopped (NO in step S7), the garage control preparation process is ended.

<Effect>
As described above, in the IDS control, the engine 2 is stopped in response to the IDS start condition being satisfied and the IDS ECU outputting an IDS request, and the IDS returning condition is satisfied while the engine 2 is stopped, The engine 2 is restarted in response to the output of the IDS restoration request from the engine.

During the period from the satisfaction of the IDS start condition (output of the IDS request) to the satisfaction of the IDS return condition (output of the IDS return request), it is determined whether or not the garage control is necessary, that is, the forward clutch C is engaged. Whether the clutch is engaged or not is repeated. When the forward clutch C is released and garage control is required when engaging the forward clutch C, the SL valve 44 is energized to enter a garage control ready state in which garage control is possible.

Accordingly, when the IDS return condition is satisfied and the engine 2 is restarted and the forward clutch C needs to be engaged, the garage control can be started with the SL valve 44 kept on. In the garage control, the hydraulic pressure supplied to the forward clutch C is controlled (sweep up), so that the sudden engagement of the forward clutch C can be suppressed, and the occurrence of shock due to the sudden engagement of the forward clutch C can be suppressed. be able to.

On the other hand, when the forward clutch C is engaged, there is no need for garage control, so the SL valve 44 is de-energized. By de-energizing the SL valve 44, the power consumption of the SL valve 44 can be saved. As a result, power generation by the alternator can be suppressed by so-called charge control (charge/discharge control), and fuel consumption can be improved.

<Modification>
Although one embodiment of the present invention has been described above, the present invention can be implemented in other forms.

For example, in the above-described embodiment, the condition that the vehicle speed is 0 km/h is exemplified as the ON permission condition of the electric oil pump 33 in the garage control preparation process, but the ON permission condition is the detection signal of the turbine speed sensor 52. It may be a condition that both the turbine rotation speed NT obtained from the input shaft rotation speed NT and the input shaft rotation speed NIN obtained from the detection signal of the input shaft rotation speed sensor 53 are equal to or less than a predetermined value.

Further, although the continuously variable transmission 4 is taken up in the above-described embodiment, the control device according to the present invention can also be used for a power split type continuously variable transmission. The power split type continuously variable transmission includes a belt type continuously variable transmission mechanism that continuously changes the power by changing the gear ratio and a constant transmission mechanism that changes the power at a constant gear ratio. Is a transmission that can be divided into two systems for transmission.

In addition, various design changes can be made to the above-described configuration within the scope of the matters described in the claims.

1 Vehicle 2 Engine 4 Continuously Variable Transmission 15 Secondary Pulley 31 Hydraulic Circuit 44 SL Valve (On/Off Valve)
51 ECU (vehicle control device, IDS control means, determination means, garage control preparation means)
C forward clutch

Claims (1)

An engine, a belt type continuously variable transmission, wheels, a hydraulic friction engagement element for transmitting/blocking power between the engine and the wheels, and a hydraulic pressure supplied to the friction engagement element. Vehicle equipped with a hydraulic circuit having a state in which it is maintained at an engagement pressure and a state in which garage control is possible to control the friction engagement element from release to engagement and a hydraulic circuit switching means for switching the state of the hydraulic circuit A control device used for
The hydraulic circuit switching means is a solenoid valve that is turned on/off by energization,
The hydraulic circuit is in a state where the garage control can be performed by turning on the solenoid valve,
When the predetermined IDS start condition is satisfied, the engine is stopped, and when the predetermined IDS return condition is satisfied during the stop, the IDS control is performed to restart the engine by the IDS return. IDS control means,
Determination means for determining whether or not it is necessary to perform the garage control when the IDS is to be restored in a period from the satisfaction of the IDS start condition to the satisfaction of the IDS recovery condition.
When it is determined by the determination means that the garage control is required to be performed, the solenoid valve is turned on to bring the hydraulic circuit into a state in which the garage control is possible before the IDS return condition is satisfied. look including a garage control preparation means that,
A control device that turns off the solenoid valve when the determination unit determines that it is not necessary to perform the garage control .

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