Vehicle control device

Abstract

To provide a control device of a vehicle that can suppress the shock followed by forced engagement of a clutch when a vehicle performs retreat-travel by forcibly engaging the clutch in the event of an open failure of the clutch interposed between a power source and a transmission.SOLUTION: When an open failure in which a start clutch WSC is released is detected, the start clutch WSC is forcibly engaged, but when the start clutch WSC is forcibly engaged, since the start clutch WSC is forcibly engaged after switching an automatic transmission 20 to a power transmission cutoff state, the shock caused by a sudden increase in drive power transmitted to a drive wheel 14 in the event of forced engagement of the start clutch WSC can be suppressed.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a control device for a vehicle that is provided with an on-off clutch between a power source and a transmission. [Background technology]

[0002] Patent Document 1 describes a control device for a vehicle that includes an engine and an electric motor that function as a power source, a transmission interposed in a power transmission path between the power source and drive wheels, a clutch (K0) interposed between the engine and the electric motor, and a clutch (WSC) interposed between the electric motor and the transmission. For example, it describes that if it is determined that the clutch (WSC) has failed, electric power generated by the engine and the electric motor is supplied to a second electric motor that is connected to the rear wheels so as to be able to transmit power, thereby performing evacuation driving using the second electric motor. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Publication No. 2022-107928 Summary of the Invention [Problem to be solved by the invention]

[0004] When a failure that disengages the WSC clutch is detected, it is conceivable to forcibly engage the WSC clutch to allow the vehicle to evacuate. However, when the WSC clutch is forcibly engaged, there is a risk of shock occurring due to a sudden increase in the driving force transmitted to the drive wheels.

[0005] The present invention was made against the background of the above circumstances, and its purpose is to provide a vehicle control device that can suppress the shock associated with the forced engagement of a clutch when the clutch inserted between the power source and the transmission fails and the vehicle is forced to engage the clutch to drive to safety. [Means for solving the problem]

[0006] The gist of the present invention is a control device for a vehicle including: (a) a power source, a transmission interposed in a power transmission path between the power source and drive wheels, and a clutch interposed in the power transmission path between the power source and the transmission; (b) a control unit that forcibly engages the clutch when a failure that causes the clutch to be released is detected while the vehicle is running; and (c) the control unit forcibly engages the clutch after switching the transmission to a power transmission interruption state. (d) the control unit switches the transmission to a power transmission state when the clutch is forcibly engaged. It is characterized by the following. [Effects of the Invention]

[0007] According to the present invention, when a failure that would cause the clutch to be released is detected, the clutch is forcibly engaged. However, when the clutch is forcibly engaged, the clutch is forcibly engaged after the transmission is switched to a power transmission cut-off state, so that the shock caused by the sudden increase in driving force transmitted to the drive wheels when the clutch is forcibly engaged can be suppressed. Furthermore, when the clutch is forcibly engaged, the transmission is switched to a power transmission state, making it possible to run to safety. [Brief explanation of the drawings]

[0008] [Figure 1] 1 is a diagram illustrating a schematic configuration of a hybrid vehicle to which the present invention is applied, and is also a diagram illustrating main parts of control functions and control systems for various controls in the vehicle. [Figure 2] 1 is a circuit diagram of a hydraulic control circuit provided in a vehicle that controls the hydraulic pressure of hydraulic oil supplied to a hydraulic actuator of a starting clutch, showing a normal state. [Figure 3] FIG. 1 is a circuit diagram of a hydraulic control circuit provided in a vehicle that controls the hydraulic pressure of the hydraulic oil supplied to the hydraulic actuator of the starting clutch, and shows the state when a failure of the starting clutch is detected. [Figure 4] 4 is a flowchart illustrating the control operation of the electronic control device. DETAILED DESCRIPTION OF THE INVENTION

[0009] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. Note that in the following embodiments, the drawings are appropriately simplified or modified, and the dimensional ratios and shapes of the various parts are not necessarily drawn accurately. [Example]

[0010] 1 is a diagram illustrating the schematic configuration of a hybrid vehicle 10 (hereinafter referred to as vehicle 10) to which the present invention is applied, and also illustrates the main parts of the control functions and control systems for various controls in vehicle 10. Vehicle 10 is a hybrid vehicle equipped with an engine 12 and an electric motor MG, which function as power sources. Vehicle 10 also includes drive wheels 14 and a power transmission device 16 provided in a power transmission path between engine 12 and drive wheels 14.

[0011] The engine 12 is a known internal combustion engine. An engine control device 50 provided in the vehicle 10 is controlled by an electronic control device 110, which will be described later, to control the engine torque Te of the engine 12.

[0012] The electric motor MG is a known rotating electric machine, a so-called motor generator, that functions as a motor that generates mechanical power from electric power and as a generator that generates electric power from mechanical power. 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 is controlled by the electronic control device 110, whereby the MG torque Tm of the electric motor MG is controlled.

[0013] The power transmission device 16 includes a case 18, which is a non-rotating member attached to the vehicle body, and includes a make-and-break clutch K0, a starting clutch WSC, an automatic transmission 20, a reduction gear mechanism 22, a differential gear 24 connected to the reduction gear mechanism 22, etc. The make-and-break clutch K0 is a make-and-break device interposed between the engine 12 and the electric motor MG in the power transmission path between the engine 12 and the drive wheels 14. The start-and-break clutch WSC is a make-and-break device interposed between the engine 12 and the electric motor MG and the automatic transmission 20 in the power transmission path between the engine 12 and the drive wheels 14. The automatic transmission 20 corresponds to the transmission of the present invention, and the start-and-break clutch WSC corresponds to the clutch of the present invention.

[0014] The reduction gear mechanism 22 is connected to a transmission output gear 26, which is an output rotating member of the automatic transmission 20. The differential gear 24 is a well-known differential device.

[0015] The power transmission device 16 also includes a pair of drive shafts 28 connected to the differential gear 24. Inside the case 18, the power transmission device 16 also includes an engine connecting shaft 30 that connects the engine 12 and the on-off clutch K0, an electric motor connecting shaft 32 that connects the on-off clutch K0 and the starting clutch WSC, a mechanical oil pump 34, and a transmission member 36 that connects the electric motor connecting shaft 32 and the mechanical oil pump 34.

[0016] The electric motor MG is connected to an electric motor connecting shaft 32 inside the case 18. That is, the electric motor MG is connected to a power transmission path between the engine 12 and the drive wheels 14 so as to be able to transmit power.

[0017] The make-and-break clutch K0 is a known wet friction engagement device, for example, configured with a multi-plate clutch pressed by a hydraulic actuator. The make-and-break clutch K0 switches between operating states, i.e., control states, such as an engaged state, a slip state, and a released state, by changing a K0 torque capacity Tk0, which is the torque capacity of the make-and-break clutch K0, using a regulated K0 oil pressure PRk0 supplied to the hydraulic actuator from a hydraulic control circuit 56 provided in the vehicle 10.

[0018] The starting clutch WSC is a known wet friction engagement device configured, for example, with a multi-plate clutch pressed by a hydraulic actuator 90 (see FIG. 2). The control state of the starting clutch WSC is switched by changing the WSC torque capacity Twsc, which is the torque capacity of the starting clutch WSC, using the WSC oil pressure PRwsc supplied from the hydraulic control circuit 56 to the hydraulic actuator 90.

[0019] An input side member of the starting clutch WSC is integrally connected to the motor connecting shaft 32. In addition, an output side member of the starting clutch WSC is integrally connected to a transmission input shaft 38, which is an input rotational member of the automatic transmission 20.

[0020] The automatic transmission 20 is a known planetary gear type automatic transmission that includes, for example, a planetary gear device and an engagement device CB. The engagement device CB includes, for example, a plurality of known friction engagement devices. The control state of each engagement device CB is switched by changing the CB torque capacity Tcb, which is the torque capacity of the engagement device CB, using the CB oil pressure PRcb that is regulated and supplied from the oil pressure control circuit 56.

[0021] Hydraulic oil OIL discharged from at least one of a mechanical oil pump 34 driven by a power source (engine 12, electric motor MG) and an electric oil pump 58 provided in the vehicle 10 and driven by a pump motor 60 is supplied to a hydraulic control circuit 56. The mechanical oil pump 34 is connected to the electric motor connecting shaft 32 via a transmission member 36 so as to be capable of transmitting power.

[0022] The vehicle 10 is equipped with an electronic control unit 110 that executes various types of control. The electronic control unit 110 is configured to include a so-called microcomputer equipped with, for example, a CPU, RAM, ROM, an input / output interface, etc., and executes various types of control including driving control of the vehicle 10.

[0023] The electronic control device 110 is supplied with various detection signals from various sensors 70, 72, 74, 76, 78, 80, 82, 84, 86, etc. provided on the vehicle 10 (for example, engine rotation speed Ne, which is the rotation speed of the engine 12; MG rotation speed Nm, which is the rotation speed of the electric motor MG and also the rotation speed of the input side member of the starting clutch WSC; input rotation speed Ni, which is the rotation speed of the transmission input shaft 38 and also the rotation speed of the output side member of the starting clutch WSC; output rotation speed No, which is the rotation speed of the transmission output gear 26 corresponding to the vehicle speed V; accelerator opening θacc; throttle valve opening θth; brake signal Bon; battery temperature THbat; battery charge / discharge current Ibat; battery voltage Vbat; hydraulic oil temperature THoil, which is the temperature of the hydraulic oil OIL, etc.).

[0024] The electronic control device 110 outputs various command signals (e.g., engine control command signal Se, MG control command signal Sm, CB hydraulic control command signal Scb, K0 hydraulic control command signal Sk0, WSC hydraulic control command signal Swsc, electric oil pump control command signal Seop, etc.) to each of the devices 50, 52, 56, 60, etc. provided in the vehicle 10.

[0025] The electronic control device 110 functionally comprises a power source control means, i.e., a power source control unit 112, a clutch control means, i.e., a clutch control unit 114, and an evacuation travel control means, i.e., an evacuation travel control unit 116, in order to realize various controls related to the driving control of the vehicle 10. The evacuation travel control unit 116 corresponds to the control unit of the present invention.

[0026] The power source control unit 112 includes a function for controlling the operation of the engine 12 and a function for controlling the operation of the electric motor MG, and executes hybrid drive control by the engine 12 and the electric motor MG using these control functions.

[0027] The power source control unit 112 calculates the amount of driving demanded by the driver for the vehicle 10, for example, by applying the accelerator opening θacc and the vehicle speed V to a driving demand map. The driving demand map is a relationship for calculating the driving demand that is determined experimentally or by design and stored in advance, i.e., a predetermined relationship. The driving demand is, for example, a required driving torque Trdem [Nm] or a required driving force Frdem [N] at the drive wheels 14. The required driving torque Trdem can be viewed as a required driving power Prdem [W] at the current vehicle speed V. The power source control unit 112 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 account transmission loss, auxiliary load, the gear ratio of the automatic transmission 20, and the like.

[0028] When the required driving power Prdem can be met using only the output of the electric motor MG, the power source control unit 112 sets the driving mode (driving mode) for driving the vehicle 10 to BEV driving mode. The BEV driving mode is a motor driving mode that allows motor driving (=BEV driving) using only the electric motor MG as a power source when the on-off clutch K0 is in a disengaged state. On the other hand, when the required driving power Prdem cannot be met without using at least the output of the engine 12, the power source control unit 112 sets the driving mode to engine driving mode, i.e., HEV driving mode. The HEV driving mode is a hybrid driving mode that allows engine driving using at least the engine 12 as a power source when the on-off clutch K0 is in an engaged state, i.e., hybrid driving (=HEV driving).

[0029] For example, when the vehicle is traveling in BEV drive mode, the clutch control unit 114 engages the starting clutch WSC while disengaging the connecting / disconnecting clutch K0. This enables motor driving using the electric motor MG as a power source. At this time, disengaging the connecting / disconnecting clutch K0 prevents loss due to drag of the engine 12. Furthermore, when the vehicle is traveling in HEV drive mode, the clutch control unit 114 engages the starting clutch WSC and the connecting / disconnecting clutch K0. This enables hybrid driving using the engine 12 and the electric motor MG as a power source.

[0030] When a failure that disengages the starting clutch WSC is detected during driving, the evacuation travel control unit 116 forcibly engages the starting clutch WSC and then performs evacuation travel, in which the vehicle 10 drives using the power of the electric motor MG. A failure that disengages the starting clutch WSC (hereinafter referred to as an open failure) occurs, for example, when the control pressure Pslu is no longer output from the SCWSC linear solenoid valve 94 (see FIG. 2), which regulates the WSC hydraulic pressure PRwsc supplied to the hydraulic actuator 90 (see FIG. 2) of the starting clutch WSC. Alternatively, it occurs when the control pressure Pslu output from the SCWSC linear solenoid valve 94 drops below the hydraulic pressure value based on the WSC hydraulic pressure control command signal Swsc. An open failure of the starting clutch WSC is determined, for example, when the WSC hydraulic pressure PRwsc, which is the hydraulic pressure of the hydraulic actuator 90, no longer exceeds a lower threshold at which the starting clutch WSC is engaged. When such an open failure of the starting clutch WSC is detected, the starting clutch WSC is forcibly engaged.

[0031] 2 and 3 show circuit diagrams of the hydraulic control circuit 56 provided in the vehicle 10, which controls the WSC hydraulic pressure PRwsc, which is the hydraulic pressure of the hydraulic oil supplied to the hydraulic actuator 90 of the starting clutch WSC. Fig. 2 shows the normal state, and Fig. 3 shows the state when the starting clutch WSC is forcibly engaged.

[0032] The hydraulic control circuit 56 is configured to include an SWSC solenoid valve 92 (hereinafter referred to as the SWSC valve 92), an SCWSC linear solenoid valve 94 (hereinafter referred to as the SCWSC valve 94), and a switching valve 96. The SWSC valve 92 corresponds to the solenoid valve of the present invention, and the SCWSC valve 94 corresponds to the linear solenoid valve of the present invention.

[0033] The SWSC valve 92 outputs a switching pressure Psw that is supplied to the switching valve 96. The SWSC valve 92 is configured to output the switching pressure Psw using a modulator pressure Pm, which is a constant pressure output from a modulator valve (not shown), as its source pressure. The switching pressure Psw output from the SWSC valve 92 is supplied to an oil chamber 96c (described later) of the switching valve 96 via an oil passage 98.

[0034] The SCWSC valve 94 uses a high line pressure PL as a source pressure and outputs a regulated control pressure Pslu. The line pressure PL is a hydraulic pressure regulated by a regulator valve (not shown). The SCWSC valve 94 is a solenoid valve that can precisely regulate the control pressure Pslu in response to a WSC hydraulic control command signal Swsc output from an electronic control unit 110. The control pressure Pslu output from the SCWSC valve 94 is supplied to a first input port 96a (described later) of the switching valve 96 via an oil passage 100. In a normal state where no abnormality is detected in the hydraulic control circuit 56 or the like, the control pressure Pslu is supplied to the hydraulic actuator 90 as the WSC hydraulic pressure PRwsc via the switching valve 96. In other words, the SCWSC valve 94 functions as a solenoid valve that controls the WSC hydraulic pressure PRwsc supplied to the hydraulic actuator 90 of the starting clutch WSC.

[0035] The switching valve 96 is configured to be able to switch the WSC hydraulic pressure PRwsc, which is the hydraulic pressure of the hydraulic oil supplied to the hydraulic actuator 90 of the starting clutch WSC, to one of the control pressure Pslu adjusted by the SCWSC valve 94 and the line pressure PL.

[0036] The switching valve 96 has a first input port 96a to which the control pressure Pslu is input, a second input port 96b to which the line pressure PL is input, an oil chamber 96c that receives the switching pressure Psw output from the SWSC valve 92, an output port 96d that is connected to the hydraulic actuator 90 via an oil passage 102, a spool valve element 96e that switches the communication state of the switching valve 96, and a spring 96f that urges the spool valve element 96e toward the oil chamber 96c.

[0037] In the switching valve 96, the communication destination of the output port 96d is switched to one of the first input port 96a and the second input port 96b by switching the position of the spool valve element 96e. The switching valve 96 shown in FIG. 2 is in a state in which the first input port 96a and the output port 96d are in communication. When the switching pressure Psw is not output from the SWSC valve 92, the urging force of the spring 96f moves the spool valve element 96e toward the oil chamber 96c. At this time, the output port 96d and the first input port 96a are in communication, and the control pressure Pslu output from the SCWSC valve 94 is supplied to the hydraulic actuator 90 via the switching valve 96 and the oil passage 102.

[0038] 3 shows the switching valve 96 in a state where the second input port 96b and the output port 96d are in communication with each other. When the switching pressure Psw is supplied from the SWSC valve 92, a biasing force is generated in the oil chamber 96c to move the spool valve element 96e toward the spring 96f. At this time, the spool valve element 96e is moved toward the spring 96f against the biasing force of the spring 96f. As a result, the output port 96d and the second input port 96b are in communication with each other, and the line pressure PL is supplied to the hydraulic actuator 90 via the switching valve 96 and the oil passage 102. In other words, when the switching pressure Psw is supplied from the SWSC valve 92, the switching valve 96 is configured to switch the hydraulic pressure of the working oil supplied to the hydraulic actuator 90 to the line pressure PL.

[0039] The state in Fig. 3 corresponds to a state in which the starting clutch WSC is forcibly engaged when an open circuit failure of the starting clutch WSC is detected. As shown in Fig. 3, for example, when the control pressure Pslu is no longer output from the SCWSC valve 94, the switching pressure Psw is output from the SWSC valve 92, and the switching valve 96 is switched to a state in which the second input port 96b and the output port 96d are communicated with each other. Therefore, the line pressure PL is supplied to the hydraulic actuator 90 via the switching valve 96 and the oil passage 102. As a result, the line pressure PL drives the hydraulic actuator 90 to the engaging side of the starting clutch WSC, thereby forcibly engaging the starting clutch WSC.

[0040] When an open circuit failure of the starting clutch WSC is detected, the escape travel control unit 116 outputs the switching pressure Psw from the SWSC valve 92 to forcibly engage the starting clutch WSC. As a result, the switching valve 96 is switched to the state shown in Fig. 3 and the line pressure PL is supplied to the hydraulic actuator 90, thereby forcibly engaging the starting clutch WSC. Furthermore, when the starting clutch WSC is forcibly engaged, the escape travel control unit 116 switches to a BEV drive mode in which the vehicle 10 runs using the electric motor MG as a power source, and executes escape travel.

[0041] As described above, when an open-circuit malfunction of the starting clutch WSC is detected, the starting clutch WSC is forcibly engaged to perform evacuation travel. At this time, if the starting clutch WSC is forcibly engaged while the automatic transmission 20 is in a power transmission state, i.e., while the engagement device CB that establishes a predetermined gear in the automatic transmission 20 is engaged, there is a risk that the driving force transmitted to the drive wheels 14 will increase suddenly, causing a shock. In response to this, when an open-circuit malfunction of the starting clutch WSC is detected, the evacuation travel control unit 116 switches the automatic transmission 20 to a power transmission disconnection state and then forcibly engages the starting clutch WSC. In other words, the engagement device CB in the automatic transmission 20, which is in an engaged state, is switched to a released state, and then the starting clutch WSC is forcibly engaged.

[0042] When an open failure of the starting clutch WSC is detected, the escape travel control unit 116 outputs a CB hydraulic control command signal Scb to the hydraulic control circuit 56 as a request to switch the automatic transmission 20 to the power transmission cut-off state, i.e., a request to switch the engagement device CB to the disengaged state. When the automatic transmission 20 switches to the power transmission cut-off state in response to this, the escape travel control unit 116 forcibly engages the starting clutch WSC. By controlling in this manner, driving force is not transmitted to the drive wheels 14 when the starting clutch WSC is forcibly engaged, and therefore a sudden increase in driving force transmitted to the drive wheels 14 is suppressed.

[0043] Furthermore, when the evacuation travel control unit 116 determines that the starting clutch WSC has been forcibly engaged, it cancels the request to switch the automatic transmission 20 to the power transmission interruption state and switches the automatic transmission 20 to the power transmission state. In other words, the evacuation travel control unit 116 re-engages the engagement device CB that establishes a predetermined gear in the automatic transmission 20.

[0044] Whether the starting clutch WSC is forcibly engaged is determined, for example, based on whether the rotational speed difference ΔNwsc (=|Nm-Ni|) between the MG rotational speed Nm, which is the rotational speed of the input side member of the starting clutch WSC, and the input rotational speed Ni of the transmission input shaft 38, which is the rotational speed of the output side member, is equal to or less than a predetermined threshold value α. If the rotational speed difference ΔNwsc is equal to or less than the threshold value α, it is determined that the starting clutch WSC is engaged. The threshold value α is determined in advance experimentally or by design, and is set to an extremely low rotational speed value at which it can be determined that the starting clutch WSC is engaged.

[0045] Furthermore, whether the automatic transmission 20 has been switched to a power transmission state, i.e., whether the engagement device CB has been engaged, is determined based on the gear ratio γ (=Ni / No) of the automatic transmission 20, which is calculated from the input rotation speed Ni and output rotation speed No of the automatic transmission 20. Specifically, when the difference Δγ (=|γ-γat|) between the calculated gear ratio γ and the gear ratio γat mechanically determined for each gear stage of the automatic transmission 20 becomes equal to or less than a predetermined threshold value β, it is determined that the automatic transmission 20 has been switched to a power transmission state, i.e., the engagement device CB has been engaged. The threshold value β is determined in advance experimentally or by design, and is set to a value at which it can be determined that a predetermined gear stage has been established in the automatic transmission 20.

[0046] When it is determined that the automatic transmission 20 has been switched to the power transmission state, the evacuation travel control unit 116 switches the drive mode to a BEV drive mode in which the vehicle 10 runs using the power of the electric motor MG, and performs evacuation travel. This makes it possible to perform evacuation travel using the power of the electric motor MG, even when, for example, the disconnecting clutch K0 is released and the power of the engine 12 is not transmitted to the drive wheels 14.

[0047] 4 is a flowchart illustrating the control operation of the electronic control unit 110, which explains the control operation for suppressing the occurrence of shock when the starting clutch WSC is forcibly engaged if an open-circuit failure of the starting clutch WSC is detected while the vehicle is traveling. This flowchart is repeatedly executed while the vehicle is traveling.

[0048] First, in step S10 (hereinafter, the step will be omitted) corresponding to the control function of the evacuation travel control unit 116, it is determined whether an open failure has occurred that would cause the starting clutch WSC to be in a disengaged state. If the determination in S10 is negative, normal travel continues in S80. If the determination in S10 is positive, a request to disconnect the power transmission path of the automatic transmission 20 is output in S20, corresponding to the control function of the evacuation travel control unit 116. This causes the engagement device CB, which was in an engaged state of the automatic transmission 20, to be disengaged, thereby switching the automatic transmission 20 to a power transmission disconnected state. Next, in S30, corresponding to the control function of the evacuation travel control unit 116, the starting clutch WSC is forcibly engaged. Next, in S40, corresponding to the control function of the evacuation travel control unit 116, it is determined whether the engagement of the starting clutch WSC has been completed. If the determination in S40 is negative, the determination in S40 is executed again. That is, S40 is repeatedly executed until the determination in S40 is positive. If the determination in S40 is positive, in S50, which corresponds to the control function of the evacuation travel control unit 116, the request to interrupt the power transmission path of the automatic transmission 20 is canceled. That is, the engagement device CB, which was released in conjunction with the forcible engagement of the starting clutch WSC, is re-engaged. In S60, which corresponds to the control function of the evacuation travel control unit 116, it is determined whether or not the engagement of the engagement device CB has been completed. If the determination in S60 is negative, the determination in S60 is executed again. That is, S60 is repeatedly executed until the determination in S60 is positive. If the determination in S60 is positive, in S70, which corresponds to the control function of the evacuation travel control unit 116, the power source is switched to the electric motor MG, and evacuation travel is performed by motor running.

[0049] In this way, by previously disconnecting the power transmission path of the automatic transmission 20 when forcibly engaging the starting clutch WSC, shock caused by a sudden increase in driving force transmitted to the drive wheels 14 due to forcibly engaging the starting clutch WSC is suppressed. Furthermore, when it is determined that the starting clutch WSC is engaged, the power transmission path of the automatic transmission 20 is returned to a connected state, making it possible to perform evacuation driving. At this time, by switching to motor driving, in which the vehicle 10 is driven by the power of the electric motor MG, evacuation driving becomes possible even if, for example, the on-off clutch K0 is in a released state.

[0050] As described above, according to this embodiment, when an open failure that causes the starting clutch WSC to be released is detected, the starting clutch WSC is forcibly engaged. However, when the starting clutch WSC is forcibly engaged, the starting clutch WSC is forcibly engaged after the automatic transmission 20 is switched to a power transmission cut-off state, so that the shock caused by a sudden increase in the driving force transmitted to the drive wheels 14 when the starting clutch WSC is forcibly engaged can be suppressed.

[0051] Furthermore, according to this embodiment, after the starting clutch WSC is forcibly engaged, when the automatic transmission 20 switches to a power transmission state, evacuation driving is performed in which the vehicle 10 is driven by the power of the electric motor MG, so that evacuation driving is possible even if, for example, the disconnecting clutch K0 is in a released state.

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

[0053] For example, in the above-described embodiment, the hydraulic control circuit 56 is configured to be able to switch the hydraulic pressure supplied to the hydraulic actuator 90 of the starting clutch WSC between the control pressure Pslu output from the SCWSC valve 94 and the line pressure PL, and when an opening malfunction of the starting clutch WSC is detected, the hydraulic pressure supplied to the hydraulic actuator 90 is switched to the line pressure PL to forcibly engage the starting clutch WSC, but the present invention is not necessarily limited to this. For example, the means for forcibly engaging the starting clutch WSC can be changed as appropriate, such as by providing a separate actuator that mechanically engages the starting clutch WSC, and driving the actuator to forcibly engage the starting clutch WSC when an opening malfunction of the starting clutch WSC is detected.

[0054] In the above-described embodiment, when the starting clutch WSC is forcibly engaged, the vehicle 10 is driven by the power of the electric motor MG as a retreating run, but the present invention is not necessarily limited to this. For example, the vehicle 10 may be driven by the power of the engine 12.

[0055] In the above-described embodiment, the vehicle 10 is a hybrid vehicle powered by the engine 12 and the electric motor MG, but the present invention is not necessarily limited to hybrid vehicles. For example, the present invention can be applied to a vehicle powered only by an engine.

[0056] It should be noted that the above is merely one embodiment, and the present invention can be implemented in various forms with various modifications and improvements based on the knowledge of those skilled in the art. [Explanation of symbols]

[0057] 10: Hybrid vehicle (vehicle) 12: Engine (power source) 14: Drive wheels 20: Automatic transmission (transmission) 90: Hydraulic actuator 92: SWSC solenoid valve (solenoid valve) 94: SCWSC linear solenoid valve (linear solenoid valve) 96: Switching valve 110: Electronic control unit (control unit) 116: Evacuation travel control unit (control unit) MG: Electric motor (power source) WSC: Starting clutch (clutch)

Claims

1. A control device for a vehicle including a power source, a transmission interposed in a power transmission path between the power source and drive wheels, and a clutch interposed between the power source and the transmission in the power transmission path, a control unit that forcibly engages the clutch when a failure that causes the clutch to be released during driving is detected; the control unit forcibly engages the clutch after switching the transmission to a power transmission interrupted state, The control unit switches the transmission to a power transmission state when the clutch is forcibly engaged. A vehicle control device characterized by:

2. the power source is composed of an engine and an electric motor, When the transmission is switched to a power transmission state, the control unit causes the vehicle to run using the power of the electric motor.

2. The vehicle control device according to claim 1.

3. a linear solenoid valve for controlling the hydraulic pressure of the hydraulic oil supplied to the hydraulic actuator of the clutch; a switching valve for switching the hydraulic pressure of the hydraulic oil supplied to the hydraulic actuator of the clutch between the hydraulic pressure adjusted by the linear solenoid valve and a line pressure; a solenoid valve for supplying a switching pressure to the switching valve; the switching valve is configured to switch the hydraulic pressure of the hydraulic oil supplied to the hydraulic actuator to the line pressure when the switching pressure is supplied from the solenoid valve, The control unit causes the solenoid valve to output the switching pressure when forcibly engaging the clutch.

2. The vehicle control device according to claim 1.

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