Vehicle control device

Abstract

To provide a vehicle control device capable of curbing a reduction in durability of a clutch and preventing a driver from having a feeling of strangeness when an engine misfires.SOLUTION: When a misfire of an engine 12 is detected, a vehicle control device makes clutch engaging force Fk0 of a K0 clutch 20 larger than the same when the misfire of the engine 12 is not detected. Because the clutch engaging force Fk0 of the K0 clutch 20 is increased when the engine 12 misfires, the vehicle control device prevents the K0 clutch 20 from slipping and prevents driving force from being reduced when then engine 12 misfires. Thus, the vehicle control device can curb a reduction in durability of the K0 clutch 20 and prevent a driver from having a feeling of strangeness when the engine 12 misfires.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a vehicle equipped with a clutch between an engine and an electric motor, and to a technique for suppressing a decrease in durability of the clutch when a misfire occurs in the engine. [Background technology]

[0002] There are well-known control devices for vehicles that have a clutch between an engine and an electric motor. For example, there is a vehicle control device described in Patent Document 1. Patent Document 1 describes a technology in which, when it is determined that a misfire has occurred in the engine, the clutch is released and disturbances due to changes in the road surface are prevented from being transmitted from the drive wheels to the engine, and then it is determined again whether or not a misfire has occurred in the engine. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2009-280082 A Summary of the Invention [Problem to be solved by the invention]

[0004] In the vehicle as disclosed in Patent Document 1, the clutch is released when a misfire is detected in the engine, and the release of the clutch may cause a sudden drop in driving force, which may cause the driver to feel uncomfortable. In response to this, it is possible to maintain the clutch in an engaged state so that the driving force does not drop even when a misfire is detected in the engine. However, when a misfire occurs in the engine, the fluctuation of the torque output from the engine becomes large, and the maximum value of the torque output from the engine may be larger than the maximum value of the torque when the engine is operating normally without a misfire, so there is a problem that when a misfire occurs in the engine, slippage occurs in the clutch and the durability of the clutch decreases. In addition, in order to improve fuel efficiency, the engagement force of the clutch is maintained at a level that does not cause slippage in the clutch when the engine is operating normally. Therefore, when a misfire occurs in the engine and the maximum value of the torque output from the engine becomes larger than the maximum value when the engine is operating normally, the torque output from the engine exceeds the torque capacity of the clutch.

[0005] The present invention has been made against the background of the above circumstances, and its object is to provide a vehicle control device that can prevent a decrease in the durability of the clutch and prevent the driver from feeling uncomfortable when a misfire occurs in the engine. [Means for solving the problem]

[0006] The gist of a first invention is (a) a control device for a vehicle having a clutch between an engine and an electric motor, (b) increasing an engagement force of the clutch when it is detected that a misfire has occurred in the engine, compared to when it is not detected that a misfire has occurred in the engine. On the other hand, (c) when it is detected that a misfire has occurred in the engine and the engine torque output from the engine is greater than the torque capacity when the engaging force of the clutch is maximized, the engine torque is reduced until it is equal to or less than the torque capacity, and the torque of the electric motor is increased so that the torque output from the electric motor corresponds to the torque that has been reduced until the engine torque is equal to or less than the torque capacity. The point is... Effect of the Invention

[0007] According to the vehicle control device of the first aspect of the invention, when a misfire is detected in the engine, the engagement force of the clutch is increased compared to when a misfire is not detected in the engine. Therefore, when a misfire occurs in the engine, the engagement force of the clutch is increased, thereby suppressing slippage of the clutch and suppressing a decrease in driving force when a misfire occurs in the engine. This makes it possible to suppress a decrease in durability of the clutch and to suppress an uncomfortable feeling given to the driver when a misfire occurs in the engine. In addition, when a misfire is detected in the engine and the engine torque output from the engine is greater than the torque capacity when the engagement force of the clutch is maximized, the engine torque is reduced until it becomes equal to or less than the torque capacity, and the torque of the electric motor is increased so that the torque by which the engine torque is reduced until it becomes equal to or less than the torque capacity is output from the electric motor. Therefore, even if the engine torque when a misfire occurs in the engine is greater than the torque capacity, slippage of the clutch can be effectively suppressed.

[0009] where Preferably, when it is detected that a misfire has occurred in the engine, if the engine torque output from the engine is greater than the torque capacity when the engagement force of the clutch is maximized, the engine is stopped and the clutch is released, and the torque of the electric motor is increased so that the torque output from the electric motor is equal to the engine torque output from the engine. Therefore, by stopping the engine, torque fluctuations caused by engine misfire are eliminated, and drivability is preferably improved. [Brief description of the drawings]

[0010] [Figure 1] 1 is a diagram for explaining a schematic configuration of a vehicle to which the present invention is applied, and is also a diagram for explaining main parts of control functions and a control system for various controls in the vehicle. [Diagram 2] 2 is a flowchart illustrating a main portion of the control operation of the electronic control device of FIG. 1, and is a flowchart illustrating an example of the control operation of the engagement control of the K0 clutch when a misfire occurs in the engine. [Diagram 3] 3 is a diagram showing an example of a time chart when the control operation shown in the flowchart of FIG. 2 is executed. FIG. [Figure 4] FIG. 6 is a diagram illustrating the configuration of a vehicle electronic control device according to another embodiment (embodiment 2) of the present invention. [Diagram 5]5 is a flowchart illustrating a main part of the control operation of the electronic control device of FIG. 4, and is a flowchart illustrating an example of the control operation of the engagement control of the K0 clutch and the hybrid drive control by the engine and the electric motor when a misfire occurs in the engine. [Figure 6] 6 is a diagram showing an example of a time chart when the control operation shown in the flowchart of FIG. 5 is executed. [Figure 7] FIG. 11 is a diagram illustrating the configuration of an electronic control device for a vehicle according to another embodiment (third embodiment) of the present invention. [Figure 8] 8 is a flowchart illustrating a main part of the control operation of the electronic control device of FIG. 7, and is a flowchart illustrating an example of the control operation of the engagement control of the K0 clutch and the hybrid drive control by the engine and the electric motor when a misfire occurs in the engine. [Figure 9] 9 is a diagram showing an example of a time chart when the control operation shown in the flowchart of FIG. 8 is executed. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0011] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. EXAMPLES

[0012] Fig. 1 is a diagram illustrating a schematic configuration of a vehicle 10 to which the present invention is applied, and also illustrates the main parts of the control functions and control system for various controls in the vehicle 10. In Fig. 1, the vehicle 10 is a hybrid vehicle equipped with an engine 12 and an electric motor MG, which are driving power sources for traveling. The vehicle 10 also includes driving wheels 14 and a power transmission device 16 provided in a power transmission path between the engine 12 and the driving wheels 14.

[0013] The engine 12 is a known internal combustion engine such as a gasoline engine, a diesel engine, etc. An engine control device 50 including a throttle actuator, a fuel injection device, an ignition device, etc., provided in the vehicle 10 is controlled by an electronic control device 100 described later, whereby an engine torque Te, which is an output torque of the engine 12, is controlled.

[0014] The electric motor MG is a rotating electric machine having a function as a motor that generates mechanical power from electric power and a function as a generator that generates electric power from mechanical power, and is a so-called motor generator. The electric motor MG is connected to a battery 54 provided in the vehicle 10 via an inverter 52 provided in the vehicle 10. The inverter 52 of the electric motor MG is controlled by an electronic control device 100 described later, so that the MG torque (torque) Tm, which is the output torque of the electric motor MG, is controlled. For example, when the rotation direction of the electric motor MG is a positive rotation that is the same as the rotation direction when the engine 12 is operating, the MG torque Tm is a power running torque at the positive torque on the acceleration side, and a regenerative torque at the negative torque on the deceleration side. Specifically, the electric motor MG generates power for traveling by electric power supplied from the battery 54 via the inverter 52 instead of or in addition to the engine 12. The electric motor MG also generates power by the power of the engine 12 or the driven force input from the drive wheels 14 side. The electric power generated by the electric motor MG is stored in the battery 54 via the inverter 52. The battery 54 is an electricity storage device that supplies electric power to the electric motor MG. The electric power also means electrical energy unless otherwise specified. The motive power also means torque or force unless otherwise specified.

[0015] The power transmission device 16 includes a K0 clutch 20, a torque converter 22 with an LU clutch 22a, an automatic transmission 24, and the like, in a case 18 that is a non-rotating member attached to the vehicle body. The K0 clutch 20 is a clutch provided between the engine 12 and the electric motor MG in a power transmission path between the engine 12 and the drive wheels 14. A damper 26 and a flywheel 28 are provided between the engine 12 and the K0 clutch 20. As shown in FIG. 1, the engine 12 is connected to the torque converter 22 and the automatic transmission 24 via the K0 clutch 20 so as to be capable of transmitting power, that is, the engine 12 is connected to the drive wheels 14 via the K0 clutch 20 so as to be capable of transmitting power. In addition, the electric motor MG is connected to the torque converter 22 and the automatic transmission 24 so as to be capable of transmitting power without the K0 clutch 20, that is, the electric motor MG is connected to the drive wheels 14 so as to be capable of transmitting power without the K0 clutch 20. The torque converter 22 and the automatic transmission 24 transmit the driving force from the driving force sources, the engine 12 and the electric motor MG, respectively, to the drive wheels 14.

[0016] The LU clutch 22a has its operating state, i.e., its control state, changed by changing the LU clutch torque Tlu, which is the torque capacity of the LU clutch 22a, using the regulated LU oil pressure PRlu supplied from a hydraulic control circuit 56 provided in the vehicle 10.

[0017] The automatic transmission 24 is a known planetary gear type automatic transmission including, for example, one or more planetary gear sets (not shown) and a plurality of engagement devices CB. The engagement devices CB are hydraulic friction engagement devices including, for example, a multi-plate or single-plate clutch or brake pressed by a hydraulic actuator, or a band brake tightened by a hydraulic actuator. The engagement devices CB have their respective torque capacities, or CB torques Tcb, changed by the regulated CB hydraulic pressure PRcb supplied from the hydraulic control circuit 56, thereby switching between control states such as an engaged state and a released state.

[0018] The automatic transmission 24 is a stepped transmission in which one of a plurality of gear stages (also called gear stages) having different speed ratios (also called gear ratios) γat (=AT input rotation speed Ni / AT output rotation speed No) is formed by engaging one of the engagement devices CB. The automatic transmission 24 switches the gear stages formed in response to the accelerator operation of the driver (=operator) and the vehicle speed V, etc., by an electronic control device 100 described later, that is, the automatic transmission 24 selectively forms a plurality of gear stages. The AT input rotation speed Ni is the input rotation speed of the automatic transmission 24, and the AT output rotation speed No is the output rotation speed of the automatic transmission 24.

[0019] The K0 clutch 20 is a wet or dry friction engagement device, for example, configured with a multiple-plate or single-plate clutch. The control state of the K0 clutch 20, such as an engaged state or a released state, is switched by an electronic control device 100, which will be described later. The control state of the K0 clutch 20 is switched by changing the clutch engagement force (engagement force) Fk0 of the K0 clutch 20, i.e., the K0 torque Tk0 which is the torque capacity of the K0 clutch 20, by the K0 oil pressure PRk0 supplied from the oil pressure control circuit 56.

[0020] The vehicle 10 further includes an electronic control device 100 including a control device of the vehicle 10 related to driving control, etc. The electronic control device 100 includes a so-called microcomputer equipped with, for example, a CPU, RAM, ROM, an input / output interface, etc., and the CPU executes various controls of the vehicle 10 by performing signal processing according to a program previously stored in the ROM while utilizing the temporary storage function of the RAM. The electronic control device 100 includes computers for engine control, electric motor control, hydraulic control, etc. as necessary.

[0021] The electronic control device 100 is supplied with various signals based on detection values ​​by various sensors provided in the vehicle 10 (e.g., engine rotation speed sensor 70, turbine rotation speed sensor 72, output rotation speed sensor 74, MG rotation speed sensor 76, accelerator opening sensor 78, throttle valve opening sensor 80, battery sensor 82, etc.) (e.g., engine rotation speed Ne, which is the rotation speed of the engine 12, turbine rotation speed Nt, which is the same value as the AT input rotation speed Ni, AT output rotation speed No corresponding to the vehicle speed V, MG rotation speed Nm, which is the rotation speed of the electric motor MG, accelerator opening θacc, which is the amount of accelerator operation by the driver indicating the magnitude of the driver's acceleration operation, throttle valve opening θth, which is the opening of the electronic throttle valve, battery temperature THbat, battery charge / discharge current Ibat, battery voltage Vbat, etc. of the battery 54).

[0022] The electronic control device 100 outputs various command signals (e.g., an engine control command signal Se for controlling the engine 12, an MG control command signal Sm for controlling the electric motor MG, a CB hydraulic control command signal Sbc for controlling the engagement device CB, a K0 hydraulic control command signal Sk0 for controlling the K0 clutch 20, an LU hydraulic control command signal Slu for controlling the LU clutch 22a, etc.) to each device (e.g., an engine control device 50, an inverter 52, a hydraulic control circuit 56, etc.) provided in the vehicle 10.

[0023] In order to realize various controls in the vehicle 10, the electronic control unit 100 includes hybrid control means, i.e., a hybrid control unit 102, clutch control means, i.e., a clutch control unit 104, and misfire detection means, i.e., a misfire detection unit 106.

[0024] The hybrid control unit 102 includes a function as an engine control means, i.e., an engine control unit 102a, that controls the operation of the engine 12, and a function as an electric motor control means, i.e., an electric motor control unit 102b, that controls the operation of the electric motor MG via the inverter 52, and executes hybrid drive control by the engine 12 and the electric motor MG, etc., by using these control functions.

[0025] The hybrid control unit 102 calculates the driving demand amount of the vehicle 10 by the driver, for example, by applying the accelerator opening θacc and the vehicle speed V to a driving demand amount map. The driving demand amount map is a relationship that is experimentally or design-wise obtained and stored in advance, that is, a predetermined relationship. The driving demand amount is, for example, a required driving torque Trdem [Nm] at the driving wheels 14. In other words, the required driving torque Trdem [Nm] is a required driving power Prdem [W] at the vehicle speed V at that time. The driving demand amount can also be a required driving force Frdem [N] at the driving wheels 14, a required AT output torque at the output shaft of the automatic transmission 24, or the like. In calculating the driving demand amount, an AT output rotation speed No [rpm] or the like can be used instead of the vehicle speed V.

[0026] The hybrid control unit 102 outputs an engine control command signal Se for controlling the engine 12 and an MG control command signal Sm for controlling the electric motor MG so as to realize the required driving power Prdem, taking into consideration the transmission loss, the auxiliary load, the gear ratio γat of the automatic transmission 24, the chargeable power Win and the dischargeable power Wout of the battery 54, etc. The engine control command signal Se is, for example, a command value for the engine power Pe, which is the power of the engine 12 that outputs the engine torque Te at the engine rotation speed Ne at that time. The MG control command signal Sm is, for example, a command value for the power consumption Wm of the electric motor MG that outputs the MG torque Tm at the MG rotation speed Nm at that time.

[0027] The chargeable power Win of the battery 54 is the maximum power that can be input, which specifies the limit on the input power of the battery 54, and indicates the input limit of the battery 54. The dischargeable power Wout of the battery 54 is the maximum power that can be output, which specifies the limit on the output power of the battery 54, and indicates the output limit of the battery 54. The chargeable power Win and dischargeable power Wout of the battery 54 are calculated by the electronic control device 100, for example, based on the battery temperature THbat and the state of charge value SOC [%] of the battery 54. The state of charge value SOC of the battery 54 is a value that indicates the remaining charge of the battery 54, and is calculated by the electronic control device 100, for example, based on the battery charge / discharge current Ibat and the battery voltage Vbat.

[0028] When the required drive torque Trdem can be satisfied only by the output of the electric motor MG, the hybrid control unit 102 sets the drive mode to the motor drive (=EV drive) mode. In the EV drive mode, the hybrid control unit 102 performs EV drive in which the vehicle runs using only the electric motor MG as a drive force source with the K0 clutch 20 in a released state. On the other hand, when the required drive torque Trdem cannot be satisfied without using at least the output of the engine 12, the hybrid control unit 102 sets the drive mode to the engine drive mode, i.e., hybrid drive (=HV drive) mode. In the HV drive mode, the hybrid control unit 102 performs engine drive in which the vehicle runs using at least the engine 12 as a drive force source with the K0 clutch 20 in an engaged state, i.e., HV drive. On the other hand, even if the required drive torque Trdem can be satisfied only by the output of the electric motor MG, the hybrid control unit 102 establishes the HV drive mode when the state of charge value SOC of the battery 54 falls below a predetermined engine start threshold value or when the engine 12 or the like needs to be warmed up. The engine start threshold is a predetermined threshold for determining that the state of charge value SOC is at a value at which it is necessary to forcibly start the engine 12 to charge the battery 54. In this manner, the hybrid control unit 102 switches between the EV driving mode and the HV driving mode by automatically stopping the engine 12 during HV driving, restarting the engine 12 after the engine has stopped, or starting the engine 12 during EV driving, based on the required driving torque Trdem and the like.

[0029] The clutch control unit 104 controls the clutch engagement force Fk0 of the K0 clutch 20 in accordance with the running state of the vehicle 10. For example, during at least HV running using the engine 12 as a driving force source, the clutch control unit 104 controls the clutch engagement force Fk0 [N] of the K0 clutch 20 so that the force exceeds the output torque of the engine 12, i.e., the force that does not cause slippage in the K0 clutch 20, and maintains the engaged state. Also, during EV running using only the electric motor MG as a driving force source, the clutch control unit 104 releases the K0 clutch 20. The above-mentioned clutch engagement force Fk0 is the fastening force of the K0 clutch 20, and is the pressing force of the K0 clutch 20 against the friction plates.

[0030] The misfire detection unit 106 judges whether or not a misfire has occurred in the engine 12. For example, the misfire detection unit 106 measures the amplitude A [rpm] (see FIG. 3) of the engine speed Ne by the engine speed sensor 70, and judges that a misfire has occurred in the engine 12 when the amplitude A of the engine speed Ne exceeds a predetermined misfire judgment value Aj [rpm]. When the misfire detection unit 106 detects that a misfire has occurred in the engine 12, the electronic control unit 100 turns on a warning light provided on a meter panel (not shown) to notify the driver that a misfire has occurred in the engine 12. The misfire judgment value Aj is a judgment value of the amplitude A that is predetermined for judging that a misfire has occurred in the engine 12.

[0031] When the misfire detection unit 106 detects that a misfire has occurred in the engine 12, the clutch control unit 104 increases the clutch engagement force Fk0 of the K0 clutch 20 compared to when the misfire has not been detected in the engine 12. For example, when the misfire detection unit 106 detects that a misfire has occurred in the engine 12, the clutch control unit 104 increases the clutch engagement force Fk0 by a predetermined engagement force increase amount Fup [Nm] (see FIG. 3) compared to the clutch engagement force Fk0 when the misfire detection unit 106 has determined that a misfire has not been detected in the engine 12. Note that the engagement force increase amount Fup is set, for example, based on the maximum value of the engine torque Te, that is, set so that the engagement force increase amount Fup increases as the maximum value of the engine torque Te increases, or set so that the engagement force increase amount Fup decreases as the maximum value of the engine torque Te decreases. Furthermore, the engine torque Te used when setting the engagement force increase amount Fup may be, for example, actually measured by a torque sensor or may be estimated from the rotational fluctuation (rotational acceleration) of the engine rotation speed Ne. In the clutch control unit 104, when the misfire detection unit 106 detects that a misfire has occurred in the engine 12 and thereafter the amplitude A of the engine rotation speed Ne becomes equal to or smaller than the misfire determination value Aj and the misfire detection unit 106 no longer detects that a misfire has occurred in the engine 12, the engagement force increase amount Fup is set to zero.

[0032] Fig. 2 is a flowchart for explaining the main parts of the control operation of the electronic control device 100, and is a flowchart for explaining an example of the control operation of the engagement control of the K0 clutch 20 when a misfire occurs in the engine 12. Fig. 3 is a diagram showing an example of a time chart when the control operation shown in the flowchart of Fig. 2 is executed. The time chart of Fig. 3 shows the changes in engine torque Te [Nm], engine speed Ne [rpm], and clutch engagement force Fk0 [N] over time t [sec]. In Fig. 3, tA is the time when it is detected that a misfire has occurred in the engine 12 (misfire determination). The flowchart of Fig. 2 starts when the vehicle 10 is running as an HV.

[0033] First, in step S10 (hereinafter, the term "step" will be omitted) corresponding to the function of the misfire detection unit 106, it is determined whether or not a misfire has been detected in the engine 12. If the determination in S10 is negative, this routine is terminated. If the determination in S10 is positive (time tA in FIG. 3), S20 corresponding to the function of the clutch control unit 104 is executed. In S20, the clutch engagement force Fk0 of the K0 clutch 20 is increased compared to when a misfire has not been detected in the engine 12.

[0034] As described above, according to the electronic control device 100 of the vehicle 10 of this embodiment, when a misfire is detected in the engine 12, the clutch engagement force Fk0 of the K0 clutch 20 is increased compared to when a misfire is not detected in the engine 12. Therefore, when a misfire occurs in the engine 12, the clutch engagement force Fk0 of the K0 clutch 20 is increased, thereby suppressing slippage of the K0 clutch 20 and suppressing a decrease in driving force when a misfire occurs in the engine 12. This makes it possible to suppress a decrease in durability of the K0 clutch 20 and suppress a feeling of discomfort felt by the driver when a misfire occurs in the engine 12.

[0035] Next, another embodiment of the present invention will be described. In the following description, the same reference numerals are used to designate parts common to the embodiments, and the description thereof will be omitted. EXAMPLES

[0036] 4 is a diagram for explaining the configuration of an electronic control device (control device) 150 of a vehicle 10 according to another embodiment (embodiment 2) of the present invention. The electronic control device 150 of the vehicle 10 of this embodiment is substantially the same as the electronic control device 100 of the vehicle 10 of embodiment 1, except that the electronic control device 150 is provided with an engine torque determination means, i.e., an engine torque determination unit 152.

[0037] When it is determined that the misfire detection unit 106 has detected the occurrence of a misfire in the engine 12, the engine torque determination unit 152 determines whether the engine torque Te [Nm] is greater than a predetermined clutch allowable torque Tk0max [Nm]. The engine torque Te used in the engine torque determination unit 152 may be, for example, actually measured by a torque sensor or the like, or may be estimated from the rotational fluctuation (rotational acceleration) of the engine rotational speed Ne. The clutch allowable torque Tk0max is the torque capacity when the clutch engagement force Fk0 of the K0 clutch 20 is maximized.

[0038] When a predetermined first condition CD1 is satisfied, the engine control unit 102a controls the engine torque Te so that the maximum value of the engine torque Te becomes equal to or smaller than the clutch allowable torque Tk0max. The first condition CD1 is satisfied when the misfire detection unit 106 detects that a misfire has occurred in the engine 12 and the engine torque determination unit 152 determines that the engine torque Te is greater than the clutch allowable torque Tk0max.

[0039] When the first condition CD1 is satisfied, the motor control unit 102b controls the MG torque Tm so that the torque by which the engine torque Te is reduced by the engine control unit 102a until it becomes equal to or less than the clutch allowable torque Tk0max is output from the motor MG.

[0040] When the first condition CD1 is satisfied, the clutch control unit 104 increases the clutch engagement force Fk0 of the K0 clutch 20 so that the clutch engagement force Fk0 of the K0 clutch 20 becomes, for example, maximum. When a predetermined second condition CD2 is satisfied, the clutch control unit 104 increases the clutch engagement force Fk0 of the K0 clutch 20 by an engagement force increase amount Fup, as in the function of the clutch control unit 104 in the first embodiment, compared to when the occurrence of a misfire in the engine 12 is not detected. The second condition CD2 is satisfied when the misfire detection unit 106 detects the occurrence of a misfire in the engine 12 and the engine torque determination unit 152 determines that the engine torque Te is not greater than the clutch allowable torque Tk0max, that is, when the engine torque determination unit 152 determines that the engine torque Te is equal to or less than the clutch allowable torque Tk0max.

[0041] FIG. 5 is a flowchart for explaining the main part of the control operation of the electronic control device 150, and is a flowchart for explaining an example of the control operation of the engagement control of the K0 clutch 20 and the hybrid drive control by the engine 12 and the electric motor MG when a misfire occurs in the engine 12. FIG. 6 is a diagram showing an example of a time chart when the control operation shown in the flowchart of FIG. 5 is executed. The time chart of FIG. 6 shows the change over time t [sec] of the engine torque Te [Nm], the engine command torque Te_S [Nm] which is a signal output to the engine control device 50 to control the engine torque Te, the motor command torque Tm_S [Nm] which is a signal output to the inverter 52 to control the MG torque Tm, and the clutch engagement force Fk0 [N]. In FIG. 6, tB is the time when the first condition CD1 is established. The flowchart of FIG. 5 starts when the vehicle 10 is running as an HV. Since S10 in the flowchart in Fig. 5 is the same as S10 in the flowchart in Fig. 2, the following explanation of S10 will be omitted and only the flowchart in Fig. 5 will be explained.

[0042] If the determination in S10 is positive, S110 corresponding to the function of the engine torque determination unit 152 is executed. In S110, it is determined whether or not the engine torque Te is greater than the clutch allowable torque Tk0max. If the determination in S110 is negative, that is, if the second condition CD2 is satisfied, S120 corresponding to the function of the clutch control unit 104 is executed. In S120, the clutch engagement force Fk0 of the K0 clutch 20 is increased compared to when it is not detected that a misfire has occurred in the engine 12.

[0043] When the determination in S110 is positive (time tB in FIG. 6), that is, when the first condition CD1 is satisfied, S130 corresponding to the functions of the engine control unit 102a, the electric motor control unit 102b, and the clutch control unit 104 is executed. In S130, the engine torque Te is reduced until it becomes equal to or less than the clutch allowable torque Tk0max, the clutch engaging force Fk0 is increased to be maximized, and the torque by which the engine torque Te is reduced until it becomes equal to or less than the clutch allowable torque Tk0max is output from the electric motor MG.

[0044] As described above, according to the electronic control device 150 of the vehicle 10 of this embodiment, when it is detected that the engine 12 has misfired, if the engine torque Te output from the engine 12 is greater than the clutch allowable torque Tk0max, which is the torque capacity when the clutch engagement force Fk0 of the K0 clutch 20 is maximized, the engine torque Te is reduced to the clutch allowable torque Tk0max or less, and the MG torque Tm of the electric motor MG is increased so that the torque by which the engine torque Te is reduced to the clutch allowable torque Tk0max or less is output from the electric motor MG. Therefore, even if the engine torque Te when the engine 12 has misfired is greater than the clutch allowable torque Tk0max, slippage of the K0 clutch 20 can be suitably suppressed. EXAMPLES

[0045] 7 is a diagram for explaining the configuration of an electronic control device (control device) 200 of a vehicle 10 according to another embodiment (embodiment 3) of the present invention. The electronic control device 200 of the vehicle 10 of this embodiment is substantially the same as the electronic control device 150 of the vehicle 10 of embodiment 2, except that the control operations of the hybrid control unit 102 and the clutch control unit 104 when the first condition CD1 is satisfied are different.

[0046] When the first condition CD1 is satisfied, the engine control unit 102a stops the engine 12 and sets the engine torque Te to zero.

[0047] When the first condition CD1 is satisfied, the motor control unit 102b controls the MG torque Tm so that a torque equivalent to the engine torque Te output from the engine 12 is output from the motor MG.

[0048] When the first condition CD1 is satisfied, the clutch control unit 104 sets the clutch engagement force Fk0 of the K0 clutch 20 to zero, thereby releasing the K0 clutch 20.

[0049] FIG. 8 is a flowchart for explaining the main part of the control operation of the electronic control device 200, and is a flowchart for explaining an example of the control operation of the engagement control of the K0 clutch 20 and the hybrid drive control by the engine 12 and the electric motor MG when a misfire occurs in the engine 12. FIG. 9 is a diagram showing an example of a time chart when the control operation shown in the flowchart of FIG. 8 is executed. The time chart of FIG. 9 shows the change in the engine torque Te [Nm], the engine command torque Te_S [Nm], the motor command torque Tm_S [Nm], and the clutch engagement force Fk0 [N] over time t [sec]. In FIG. 9, tC is the time when the first condition CD1 is established. The flowchart of FIG. 8 starts when the vehicle 10 is running as an HV. Note that S10, S110, and S120 in the flowchart in FIG. 8 are the same as S10, S110, and S120 in the flowchart in FIG. 5, so in the following, the explanation of S10, S110, and S120 will be omitted and only the flowchart in FIG. 8 will be explained.

[0050] When the determination in S110 is positive (time tC in FIG. 9), that is, when the first condition CD1 is satisfied, S200 corresponding to the functions of the engine control unit 102a, the electric motor control unit 102b, and the clutch control unit 104 is executed. In S200, the engine 12 is stopped, the K0 clutch 20 is released, and a torque equivalent to the engine torque Te output from the engine 12 is output from the electric motor MG.

[0051] As described above, according to the electronic control device 200 of the vehicle 10 of this embodiment, when it is detected that a misfire has occurred in the engine 12, if the engine torque Te output from the engine 12 is greater than the clutch allowable torque Tk0max, which is the torque capacity when the clutch engagement force Fk0 of the K0 clutch 20 is maximized, the engine 12 is stopped and the K0 clutch 20 is released, and the MG torque Tm of the electric motor MG is increased so that the torque equivalent to the engine torque Te output from the engine 12 is output from the electric motor MG. Therefore, by stopping the engine 12, torque fluctuations caused by a misfire in the engine 12 are eliminated, and drivability is suitably improved.

[0052] Although the embodiment of the present invention has been described in detail above with reference to the drawings, the present invention can be applied to other embodiments.

[0053] For example, in the misfire detection unit 106 of the above-described embodiment, the amplitude A of the engine speed Ne is measured by the engine speed sensor 70, and when the amplitude A of the engine speed Ne exceeds the misfire determination value Aj, it is detected that a misfire has occurred in the engine 12. However, for example, it is also possible to detect that a misfire has occurred in the engine 12 by a method other than this.

[0054] In addition, in the above-described first embodiment, when the misfire detection unit 106 detects that a misfire has occurred in the engine 12, the clutch engagement force Fk0 of the K0 clutch 20 is increased by the engagement force increase amount Fup. However, for example, when the misfire detection unit 106 detects that a misfire has occurred in the engine 12, the clutch engagement force Fk0 of the K0 clutch 20 may be increased to its maximum.

[0055] It should be noted that the above is merely one embodiment, and the present invention can be embodied in various modified and improved forms based on the knowledge of those skilled in the art. [Explanation of symbols]

[0056] 10: Vehicle 12: Engine 20:K0 clutch 100, 150, 200: Electronic control device (control device) 104: Clutch control unit 106: Misfire detection unit Fk0: Clutch engagement force (engagement force) MG: Electric motor

Claims

[Claim 1] A control device for a vehicle having a clutch between an engine and an electric motor, A vehicle control device characterized in that, when a misfire is detected in the engine, the engagement force of the clutch is increased compared to when a misfire is not detected in the engine, and, when a misfire is detected in the engine and the engine torque output from the engine is greater than a torque capacity when the engagement force of the clutch is maximized, the engine torque is reduced until it is equal to or less than the torque capacity, and the torque of the electric motor is increased so that the torque output from the electric motor is the amount of torque by which the engine torque is reduced until it is equal to or less than the torque capacity.

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