JP2009202712A - Driving apparatus for vehicle, and driving method for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To detect existence of actual sticking of a clutch without preparing any sensor for detecting failure when being in a clutch opening commanded state. <P>SOLUTION: A hydraulic second clutch 4 for connecting/disconnecting torque transmission from a motor 3 which is mounted on a torque transmission path between an engine 1 and driving wheels is provided. The second clutch 4 holds standby pressure by making the standby pressure to be generated relating to the hydraulic clutch which is in an opening state by controlling torque and rotation number of the motor 3 under a predetermined condition. Existence of sticking failure of the clutch is determined from increasing characteristics of motor rotation number Nm within motor driving for a standby process of the clutch. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicle drive device capable of driving a drive wheel of at least one of an engine and a motor in a hybrid vehicle, and more particularly, to a vehicle characterized by a method of detecting the adhesion of a clutch connecting and disconnecting torque transmission of a motor. The present invention relates to a drive device and a vehicle drive method.

As a conventional technique for detecting the fastening of the clutch, there is a technique described in Patent Document 1, for example.
In the technique described in Patent Document 1, a fluid coupling is connected to an output shaft of an engine via a lock-up clutch. Then, the lock-up clutch is fixedly estimated by using a short-circuit detection circuit of the lock-up hydraulic control valve electric circuit.
Japanese Patent Application No. 2003-571632

The above prior art detects the clutch engagement state due to the failure of the electric circuit, and does not determine whether the clutch is actually locked.
The present invention has been made paying attention to the above points, and it is an object of the present invention to make it possible to detect the presence or absence of actual clutch fixation when in a clutch release command state.

  In order to solve the above-described problems, the present invention is a vehicle drive device that includes a hydraulic clutch that connects and disconnects torque transmission from a motor that is interposed in the middle of a torque transmission path from an engine to drive wheels. The hydraulic clutch controls the torque and the rotational speed of the motor under a predetermined condition, so that when the standby hydraulic pressure is generated for the hydraulic clutch in the opened state, the above-mentioned characteristics of the motor rotational speed increase, Determine whether there is a clutch stuck failure.

  According to the present invention, it is possible to detect whether or not the actual clutch is locked, without requiring a special circuit for clutch locking and in the clutch release command state.

Next, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a schematic configuration diagram showing a wheel drive device according to the present embodiment.
(Constitution)
The configuration will be described. One end side of the rotation shaft (rotor 3a) of the drive motor 3 is connected to the rotation shaft (crankshaft) of the engine 1 via the first clutch 2. An input shaft of the transmission 5 is connected to the other end side of the rotating shaft 3 a of the drive motor 3 through the second clutch 4. The output shaft of the transmission 5 is connected to the drive wheels 6. The drive wheel 6 is, for example, a front wheel.

The first and second clutches 2 and 4 are hydraulic clutches. That is, the pressure bonding (fastening) and release of the first and second clutches 2 and 4 are controlled by hydraulic pressure.
The oil pump 7 supplies hydraulic pressure to the first and second clutches 2 and 4 and the transmission 5. The drive shaft 7 a of the oil pump 7 is connected to the rotary shaft 3 a of the drive motor 3. Then, the oil pump 7 is operated by the output torque of the drive motor 3. The oil pump 7 that is actuated and rotationally driven generates a base pressure of the clutch.

That is, the oil pump 7, the first and second clutches 2, 4 and the transmission 5 are connected by a hydraulic path 8, and a hydraulic valve 9 is provided in the middle of the hydraulic path 8. The hydraulic pressure from the oil pump 7 can be supplied to the clutch by adjusting the hydraulic valve 9.
The hydraulic valve 9 is actuated by commands from the clutch controller 11 and the transmission controller 10. The transmission controller 10 controls the transmission 5.

Further, a rotation detection sensor for the motor 3 that detects the rotation of the rotation shaft 3a of the drive motor 3 is provided. The motor rotation detection sensor 12 is composed of, for example, a resolver, and outputs the detected rotation signal to the motor controller 13 and the braking / driving controller 14.
When the clutch controller 11 receives an engagement command, the clutch controller 11 outputs an engagement torque command to the motor 3 and adjusts the opening of the corresponding hydraulic valve 9 to increase the clutch hydraulic pressure. When an opening command is input, the opening of the corresponding hydraulic valve 9 of the clutch is adjusted to lower the clutch hydraulic pressure.

When a clutch standby command is input during the clutch release command, a standby torque command is output to the motor 3 and the opening of the hydraulic valve 9 of the corresponding clutch is adjusted to increase the clutch hydraulic pressure to the standby pressure.
Electric power from the battery 16 is supplied to the motor 3 and the motor controller 13 adjusts the field of the inverter 15 and the motor 3 to control the motor 3 to a predetermined torque. The drive motor 3 may be a direct current motor.

The motor controller 13 includes a normal travel processing unit 13A, a system start processing unit 13B, a clutch standby processing unit 13C, and an engine start processing unit 13D.
The normal travel processing unit 13A controls the driving force of the motor 3 so that the torque command from the braking / driving controller 14 is obtained.
When the system start processing unit 13B receives an operation command for starting the system, the system start processing unit 13B performs control so as to generate a torque sufficient to operate the clutches 2 and 4.

In addition, when the standby command is input, the clutch standby processing unit 13C controls the motor rotation speed Nm and the motor torque so that the standby pressure can be generated in the second clutch 4.
Here, in order to enter the clutch standby state (standby state), it is necessary to set the clutch engagement hydraulic pressure to the standby pressure state. In order to maintain the standby pressure, it is necessary to rotate the oil pump 7 to ensure a minimum base pressure. Although depending on the standard and system of the motor 3, in order to ensure the minimum base pressure, for example, it is necessary to maintain the motor rotation speed Nm600 [rpm].

  Therefore, as shown in FIG. 3, the clutch standby processing unit 13C outputs an increase command so that the motor torque becomes 70 [Nm] after 3.55 seconds. As a result, the motor torque command value is gradually increased, and accordingly, the rotation speed of the motor 3 is slowly increased to a rotation speed corresponding to a predetermined standby pressure (in FIG. 3, 600 [rpm] is exemplified). Then, the torque is controlled so that the motor 3 is held at a rotation speed corresponding to the predetermined standby pressure and an actual motor torque corresponding to the predetermined standby pressure (5.0 [Nm] is illustrated in FIG. 3). As a result, the second clutch 4 is held at the standby pressure.

The engine start processing unit 13D controls the motor 3 so that the motor torque for starting the engine 1 is obtained.
The engine controller 17 adjusts the throttle opening and the like so as to become a torque command from the braking / driving controller 14.
Further, as shown in FIG. 4, the braking / driving controller 14 includes a start processing unit 14A, a travel control unit 14B, and a clutch failure determination unit 14C.

  When the start processing unit 14A detects that the ignition is turned on and detects the start of the system, the start processing unit 14A outputs an operation command for starting the system to the motor controller 13. When the motor 3 operates, the oil pump 7 generates hydraulic pressure, and supplies the generated hydraulic pressure to the transmission 5 and the clutches 2 and 4. Subsequently, when the second clutch 4 is in a state in which a hydraulic pressure higher than a predetermined value can be generated and the shift range is the N range or the P range, the clutch standby is performed in order to improve the responsiveness at the start. The mode process is output to the clutch controller 11.

  The traveling control unit 14B of the braking / driving controller 14 outputs a driving command for traveling to the motor controller 13 and the engine controller 17 based on signals from various sensors. For example, in a low speed state equal to or lower than a predetermined vehicle speed, a drive command is output to the motor controller 13 according to the accelerator opening, and the vehicle travels by driving the motor. On the other hand, at a predetermined vehicle speed or higher, a drive command is output to the engine controller 17 according to the accelerator opening, and the vehicle travels by driving the engine.

That is, when the shift lever detects a drivable position such as the D range, the traveling control unit 14B detects a vehicle start instruction based on a signal from the accelerator pedal angle detection sensor 16. When a start instruction is detected, an operation command is output to the motor controller 13. Further, an engagement command for the second clutch 4 is output to the clutch controller 11.
On the other hand, when it is determined that the motor drive is shifted to the engine drive based on the vehicle speed, a command to set the second clutch 4 in a half-clutch state (a state in which torque is transmitted with slip) is output, and an engagement command is issued to the first clutch 2. Is output. Then, a command for outputting the engine starting torque is output to the motor controller 13.

When it is detected that the engine 1 has started, a drive command is output to the engine controller 17. Subsequently, an engagement command is output to the second clutch 4. Thereby, it will be in the driving state by engine drive.
The clutch failure determination unit 14 </ b> C is activated when it detects a clutch standby command to the clutch controller 11.
As shown in FIG. 5, the clutch failure determination unit 14C includes a determination main body unit 14Ca, a diagnosis permission condition unit 14Cb, a failure determination unit 14Cc, and a vehicle situation determination unit 14Cd.

First, the processing of the determination main body 14Ca will be described with reference to FIG.
First, in step S10, various flags are initialized.
Next, in step S20, the diagnosis permission condition unit 14Cb is called. The diagnosis permission condition unit 14Cb determines whether or not failure determination is possible. In the case of diagnosis permission, the diagnosis permission flag fDSTRT is “1”.
Subsequently, in step S30, it is determined whether or not the diagnosis is permitted. If it is determined that the permitted state is entered, the process proceeds to step S40. If it is determined that the diagnosis is not permitted, the process returns to step S20.

In step S40, the failure determination unit 14Cc is read. The failure determination unit 14Cc diagnoses a clutch locking failure. If it is determined that there is a fixing failure, the failure determination flag vCLONSTAT = “02”. When it is determined to be normal, the failure determination flag vCLONSTAT = “01”. When the failure determination flag vCLONSTAT = “00”, it indicates a state where the determination is not performed.
In step S50, it is determined whether or not the failure determination flag vCLONSTAT is “02”. When it determines with "02", it transfers to step S70. Otherwise, the process proceeds to step S60.

In step S60, it is determined whether or not the failure determination flag vCLONSTAT is “01”. If it is determined as “01”, the process proceeds to step S80. Otherwise, the process proceeds to step S20 as not being determined.
In step S70, the failure flag fCONFAIL = “1” is set, and the process is terminated.
In step S80, the process is terminated by setting the failure flag fCONFAIL = “0”.
Here, the failure flag fCONFAIL indicates failure when “1”, and indicates normal when “0”.

Next, the processing of the diagnosis permission condition unit 14Cb will be described with reference to FIG.
First, in step S100, it is determined whether or not the shift range is the “N” range or the “P” range. That is, it is determined whether or not the vehicle is in a stop instruction state. If it is determined that the shift range is the “N” range or the “P” range, the process proceeds to step S110. If it is determined that this is not the case, the process proceeds to step S160.
In step S110, it is determined whether or not the motor 3 is in failure in the motor 3 diagnosis system (not shown). If it is determined that the motor 3 is in failure, the process proceeds to step S160. If it is determined that the motor 3 is not malfunctioning, the process proceeds to step S130.

  In step S <b> 130, it is determined whether or not the clutch is being held at the standby pressure after the standby process is completed. By detecting the steady state at the motor rotation speed Nm (600 [rpm] in FIG. 3) corresponding to the standby pressure, it is possible to detect that the motor is being held at the standby pressure. When it is determined that the second clutch 4 is being held at the standby pressure, the process proceeds to step S160. If it is determined that the second clutch 4 is not being held at the standby pressure, the process proceeds to step S140.

In step S140, it is determined whether or not the second clutch 4 is being processed for standby pressure (hereinafter simply referred to as standby processing). If it is determined that standby processing is being performed, the process proceeds to step S150. If it is not determined that the standby process is in progress, the process proceeds to step S160. Whether or not the standby process is being performed can be determined by determining whether or not the motor rotation speed Nm is increasing toward a rotation speed corresponding to a steady standby pressure. That is, as shown in FIG. 3, in the case of an increase toward the rotational speed corresponding to the steady standby pressure, it can be determined that the standby process is being performed.
Next, in step S150, the diagnosis permission flag fDSTRT is set to “1”, and the process ends.
In step S160, the diagnosis permission flag fDSTRT is set to “0” and the process ends.

Next, the process of the failure determination unit 14Cc will be described with reference to FIG.
First, in step S200, the vehicle state determination unit 14Cd is read. The vehicle status determination unit 14Cd determines a vehicle status related to the failure determination, and sets the vehicle status flag vCHTRQ.
In step S210, when the vehicle status flag vCHTRQ is determined to be “01” or “02” based on the value of the vehicle status flag vCHTRQ, the process proceeds to step S230. On the other hand, if the vehicle status flag vCHTRQ is determined to be “00”, the process proceeds to step S320.

In step S230, the counter tFAIL is initialized, and the process proceeds to step S240.
In step S240, it is determined whether or not the actual torque of the motor 3 has become the standby torque. If the actual torque has become the standby torque, the process proceeds to step S330. If it is not the standby torque, the process proceeds to step S250. In Table 1, 5.0 [Nm] is the standby torque.

In step S250, the motor rotational speed Nm is detected, and in step S260, a differential rotational speed ΔNm between the current motor rotational speed Nm and the previous motor rotational speed Nm is calculated.
In step S270, the rotational speed of increase (dω / dt) of the motor 3 is calculated from the sampling time of the process and the difference rotational speed ΔNm.
In step S280, based on the map as shown in FIG. 9, it is determined whether or not the rotation increase speed (dω / dt) of the motor 3 exists in the NG region.

Here, as shown in FIG. 3, in order to create a standby processing state, a command is given to increase the motor torque to 70 [Nm] at 3.55 [s]. As a result, as the motor torque command increases, the motor rotation speed Nm slowly increases to 600 [rpm], and reaches the standby processing holding state at the motor rotation of 600 [rpm] and the motor torque of 5 [Nm]. .
Thus, the motor rotation increase speed has a characteristic map of “motor torque command value−motor rotation increase speed” as shown in FIG. 9 according to the increase of the motor torque command. Note that the motor torque command value increases linearly, for example.

Here, when the second clutch 4 is fixed and the transmission is a load on the motor 3, the motor rotation increasing speed accompanying the increase in the motor torque command is reduced. That is, by setting an NG region in which the motor rotation speed Nm does not increase so much and only the torque command increases, it is determined that the transmission is dragged due to clutch engagement, and a clutch engagement failure is determined.
As described above, when the region determined by the rotation increase speed (dω / dt) of the motor 3 and the motor torque command value is in the NG determination region, it can be determined that the clutch is stuck. The NG region is a region where the increase in the motor rotation speed Nm is low compared to the standard in the case where there is no sticking.

Alternatively, when the inclination of the rotation increase speed (dω / dt) of the motor 3 is less than the predetermined value threshold H, it can be determined that the clutch is stuck. In this case, it is preferable that the determination is made after a predetermined motor torque command value (20.0 [Nm] in the case of Table 2) or more is reached.
In addition, the lower the hydraulic oil's viscous resistance, the faster the motor rotation increases and the faster the transition to the standby holding state.
For this reason, in this embodiment, the map for determining the said NG determination area | region is selected according to the vehicle condition by the process of below-mentioned vehicle condition determination part 14Cd.
That is, the map used in step S280 is determined by selecting a map of two characteristics: a state in which the oil viscosity resistance during warm-up is high and a state in which the oil viscosity resistance after warm-up is low.

That is, when it is determined that the warm-up has been completed, a map is used in which the gradient of the threshold value of the motor rotation increase indicating the boundary of the NG region is increased accordingly. A line indicated by a one-dot chain line in FIG. 8 is the position of the threshold value H ′ when the warm-up is completed.
If it is determined in step S280 that the rotational increase speed is the NG region, the process proceeds to step S290. On the other hand, if the rotation increase speed is not in the NG region, the process proceeds to step S310.
In step S290, the counter tFAIL is counted up, and it is determined whether or not the counter tFAIL has passed a predetermined time (for example, 5 seconds). If it is determined that the predetermined time has passed, the process proceeds to step S240. If it is determined that the predetermined time has elapsed, the process proceeds to step S300.

The predetermined time is a time taken until the standby pressure is generated or a slightly longer time. When the standby pressure is maintained, the increase in the rotational speed of the motor 3 becomes substantially zero. This is to prevent an abnormality from being determined at this time.
On the other hand, when it is detected in step S240 that the standby torque has been reached, the process proceeds to step S330.
In step S330, the motor rotational speed Nm is detected, and in step S240, a differential rotational speed ΔNm between the current motor rotational speed Nm and the previous motor rotational speed Nm is calculated.
In step S350, the rotation increase speed (dω / dt) of the motor 3 is calculated from the sampling time of the process and the difference rotation speed ΔNm.

In step S360, it is determined whether or not the rotation increase speed (dω / dt) is zero or a value that can be regarded as substantially zero. Substantially zero means that the allowance for the control error is taken into account. If the rotation increase speed (dω / dt) is zero or a value that can be regarded as substantially zero, the process proceeds to step S310. Otherwise, the process proceeds to step S320.
Here, in the state where the standby torque is reached, the motor rotation speed Nm is in a steady state, and therefore, the rotation increase speed (dω / dt) is a value that can be regarded as zero or substantially zero.

In step S300, “02” is assigned to the failure determination flag vCLONSTAT as an abnormality, and the process ends.
In step S310, “01” is assigned to the failure determination flag vCLONSTAT as normal, and the process ends.
In step S320, “00” is assigned to the failure determination flag vCLONSTAT as not yet implemented, and the process ends.

Next, the process of the vehicle situation determination unit 14Cd will be described with reference to FIG.
First, in step S400, it is determined whether or not the system is turned on when the ignition is turned on. If it is determined that the system is activated, the process proceeds to step S420. On the other hand, if it is determined that the system is not activated, the process proceeds to step S410 to determine whether the vehicle speed is zero, that is, whether the vehicle is stopped. If it is determined that the vehicle speed is zero, the process proceeds to step S420. If it is determined that the vehicle speed is not zero, that is, the vehicle is moving, the process proceeds to step S470.

In step S420, it is determined whether the warm-up is completed. If warm-up is determined, the process proceeds to step S430. If it is determined that the warm-up has not been completed, the process proceeds to step S440.
In step S430, a characteristic map of “motor torque command value−motor rotational speed increase” for completion of warm-up (adopting the threshold value H ′ in FIG. 3) is selected, and then the process proceeds to step S450, where the vehicle condition flag vCHTRQ is selected. Then, “01” indicating the use of the warm-up completion map is set, and the process ends.
In step S440, a characteristic map of “motor torque command value—motor rotational speed increase” for the incomplete warm-up (adopting the threshold value H in FIG. 3) is selected, and then the process proceeds to step S460, where the vehicle status flag vCHTRQ is selected. Then, “02” indicating that the warm-up incomplete map is used is set, and the process ends.

Here, a characteristic map of “motor torque command value−motor rotation increase speed” for completion of warm-up and a characteristic map of “motor torque command value−motor rotation increase speed” for completion of warm-up are shown in FIG. As shown, the NG region is different. In the characteristic map of “motor torque command value−motor rotation increasing speed” for completion of warm-up, the slope of the threshold indicating the boundary for determining as the NG region becomes larger.
Next, in step S470, the vehicle status flag vCHTRQ is set to “00” indicating no setting, and the process ends.
Here, the second clutch 4 constitutes a hydraulic clutch. The clutch standby processing unit 13C performs clutch standby processing. The clutch failure determination unit 14C determines a clutch stuck failure.

(Operation)
When the ignition is turned on and the vehicle system is started, or when the vehicle is stopped and the shift lever is in the “N” range or the “P” range and a stop instruction is issued, the second clutch 4 is set to the standby state. The reason why the second clutch 4 is set to the standby state is to allow the driver to start immediately with the driver's intention to start (for example, the shift range is detected by the operation in the “D” range).
In the process of setting the hydraulic pressure of the second clutch 4 to the standby pressure state, the motor 3 is driven and the oil pump 7 is rotated to ensure the minimum base pressure, and the hydraulic pressure of the second clutch 4 is set to the standby pressure state. Hold in the standby pressure state.

  At this time, as shown in FIG. 3, for example, the motor 3 issues a command to increase the motor torque to 70 [Nm] after a predetermined time. As a result, as shown in FIG. 9, as the torque command of the motor 3 increases, the rotational speed of the motor 3 increases until it reaches a predetermined rotational speed (for example, 600 [rpm]). And it will be in a steady state at the predetermined motor rotation speed Nm, and maintained at a motor torque [for example, 5.0 Nm] for generating standby pressure, thereby maintaining the hydraulic pressure of the second clutch 4 in the standby pressure state. It becomes.

In the present embodiment, during the process of generating the standby pressure for setting the standby state, the increase speed of the motor rotation speed Nm with respect to the increase of the motor torque command is an NG region lower than the normally assumed increase speed. In the case where the second clutch 4 is fixed, it is determined that the transmission 5 is rubbed due to the second clutch 4 being fixed, and it is determined that the clutch is fixed.
Further, at this time, clutch fixation is detected with higher accuracy by changing the NG region in accordance with the viscous resistance of the hydraulic oil.

Even when the first clutch 2 side is fixed, the engine 1 side becomes a load and the same thing occurs. Therefore, even when the second clutch 4 side is not fixed and the first clutch 2 side is fixed, it can be detected as a failure of clutch fixation. Note that it is possible to determine whether the first clutch 2 or the second clutch 4 is fixed by changing the NG region depending on the load.
Here, when a clutch fixing failure is detected, for example, the driver is informed of the fact and the driving of the engine 1 and the motor 3 is prohibited.

(Effect of this embodiment)
(1) Whether the clutch that transmits torque of the motor 3 is stuck or not can be detected when the system of the vehicle is started. As a result, it is possible to prevent the vehicle from moving due to the driving force transmission not intended by the driver.
(2) Since the clutch fixation is determined based on the number of revolutions of the motor 3, the fixation can be diagnosed by the output signal of the existing on-board sensor. In other words, it is possible to perform sticking diagnosis without adding a new sensor for sticking detection.

(3) At this time, the determination is simplified by determining the gradient of the increase in the motor rotation speed Nm.
(4) By changing the rising characteristics of the motor torque and the motor rotation speed Nm between the completion of warm-up and the incomplete warm-up, the accuracy of determination of the sticking failure is improved.
(Modification)
(1) In the above embodiment, the viscous resistance of the hydraulic oil is determined based on whether or not the warm-up is completed. Instead of this, the temperature of the hydraulic oil may be detected or estimated, and the slope of the boundary determined as the fixed NG may be changed based on the detected or estimated temperature.

1 is a schematic configuration diagram of a system according to an embodiment of the present invention. It is a figure explaining the structure of the motor controller which concerns on embodiment based on this invention. It is a figure which shows the rotation speed and torque transition of the motor at the time of the standby process which concerns on embodiment based on this invention. It is a figure explaining the structure of the controller for braking / driving based on embodiment based on this invention. It is a figure explaining the structure of the clutch failure determination part which concerns on embodiment based on this invention. It is a figure explaining the process of the clutch failure determination part which concerns on embodiment based on this invention. It is a figure explaining the process of the diagnosis permission condition part which concerns on embodiment based on this invention. It is a figure explaining the process of the failure determination part which concerns on embodiment based on this invention. It is a figure explaining the characteristic of the motor torque command value which concerns on embodiment based on this invention, and the rotation increase speed of a motor. It is a figure explaining the process of the vehicle condition determination part which concerns on embodiment based on this invention.

Explanation of symbols

1 Engine 2 First clutch 3 Motor 4 Second clutch (hydraulic clutch)
5 Transmission 6 Drive wheel 7 Oil pump 11 Clutch controller 13 Motor controller 13A Normal travel processing unit 13B System start processing unit 13C Clutch standby processing unit 13D Engine start processing unit 14 Braking / driving controller 14A Start processing unit 14B Travel control unit 14C Clutch Failure determination unit 14Ca Determination main body unit 14Cb Diagnosis permission condition unit 14Cc Failure determination unit 14Cd Vehicle condition determination unit ΔNm Differential rotation speed (dω / dt) Rotational speed increase H NG region threshold value H ′ when warm-up is not completed When warm-up is completed NG region threshold

Claims (5)

In the middle of the torque transmission path from the engine to the drive wheels, a vehicle drive device that includes a motor and a hydraulic clutch that connects and disconnects torque transmission from the motor to the drive wheels,
The hydraulic clutch is configured to generate hydraulic pressure by the output torque of the motor,
In addition, a clutch standby process for generating a standby hydraulic pressure for the hydraulic clutch in an opened state and holding the standby hydraulic pressure by controlling the torque and rotation speed of the motor under predetermined conditions is provided.
A vehicle drive device characterized by determining whether or not there is a clutch fixing failure from a rising characteristic of the motor rotation speed during driving of the motor for the clutch standby processing.   2. The vehicle drive device according to claim 1, wherein when the inclination of the increase in the motor rotation speed is less than a predetermined threshold value, it is determined that the clutch is stuck.   3. The vehicle drive device according to claim 2, wherein the predetermined threshold value is changed in accordance with a fluid temperature of the clutch fluid pressure, and the threshold value is increased when the fluid temperature is higher than when the fluid temperature is low. .   The vehicle drive device according to any one of claims 1 to 3, wherein the clutch standby processing and the fixing failure determination processing are performed when the vehicle system is started. In the middle of the torque transmission path from the engine to the drive wheel, a vehicle drive method is provided that includes a motor and a hydraulic clutch that connects and disconnects torque transmission from the motor to the drive wheel.
The hydraulic clutch is subjected to a standby process for generating a standby hydraulic pressure by a torque of a motor with respect to the hydraulic clutch in an open state under a predetermined condition. From the characteristics of increasing the motor rotation speed during the standby process, the clutch A vehicle driving method characterized by determining whether or not there is a sticking failure.

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