JP2018053972A - Vehicular control apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular control apparatus that accurately determines the on-fail of a lockup clutch and avoids execution of unnecessary fail-safe processing.SOLUTION: A control apparatus of a vehicle, including a lockup clutch-equipped fluid transmission mechanism disposed between a transmission and an engine as a drive source, includes: fail-safe processing means for performing fail-safe processing to forcibly disengage an engaged state of the lockup clutch; and history retention means for setting a lockup-on flag when there is a control instruction for instructing engagement of the lockup clutch or when the lockup clutch is engaged, and resetting the lockup-on flag when the lockup clutch is disengaged. Further, the fail-safe processing means executes the fail-safe processing only in a case where the history retention means has set a lockup-on flag when an engine stall is detected.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a vehicle control device including a fluid transmission mechanism with a lock-up clutch provided between a drive source and a transmission.

  Conventionally, a fluid transmission mechanism (for example, a torque converter) is provided between a belt-type continuously variable transmission or stepped automatic transmission and an engine as a drive source. And in order to improve the transmission efficiency of this torque converter, the lockup clutch which implement | achieves direct power transmission under a predetermined condition is provided (for example, refer patent document 1).

  In the lockup clutch control device described in Patent Document 1, in order to eliminate a so-called lockup-on failure (on-fail) in which the lockup clutch is maintained in an engaged state, the engine is stopped (hereinafter referred to as “lock-up clutch”). If it is determined that the engine has stalled, control is performed to supply hydraulic pressure from the solenoid valve to the lockup control valve so that the lockup clutch cannot be engaged. Thus, a technique for executing a fail-safe process for releasing the lock-up clutch is disclosed.

  According to the technique described in Patent Document 1, when an engine stall occurs, fail-safe that is controlled to a released state that disables engagement of the lock-up clutch is executed in any case. Therefore, there is no problem when restarting the engine.

JP 2009-180320 A

  However, as a condition for the engine to stall, in addition to the above-described lock-up on-fail that keeps the lock-up clutch engaged, factors of the engine itself (for example, out of fuel, so-called out of gas and idling stop) Etc.). Therefore, as in the technique described in Patent Document 1, it is impossible to engage the lockup clutch based on the determination of only whether the engine has stalled, that is, the lockup clutch is forcibly released. In the embodiment, there is a problem that unnecessary processing is executed as a result of executing fail-safe processing for releasing the lock-up clutch even if the lock-up clutch is not actually on-failed. In addition, there is a problem that unnecessary shock occurs in the hydraulic circuit due to the supply of hydraulic pressure by this unnecessary processing.

  The present invention has been made against the background of the above circumstances, and an object of the present invention is a vehicle control apparatus including a fluid transmission mechanism with a lock-up clutch provided between a drive source and a transmission. Another object of the present invention is to provide a vehicle control apparatus that can accurately determine an on-failure of a lock-up clutch and avoid performing unnecessary fail-safe processing.

In order to achieve the above object, a vehicle control apparatus according to an aspect of the present invention is a vehicle control apparatus including a fluid transmission mechanism with a lock-up clutch provided between an engine and a transmission,
Lockup control means for selectively engaging and releasing the lockup clutch in response to a control command for instructing engagement and release of the lockup clutch;
Engine stall detection means for detecting the engine stall;
Fail-safe processing means for performing fail-safe processing for forcibly releasing the engagement state of the lock-up clutch;
When the control command for instructing engagement of the lock-up clutch is received or when the lock-up clutch is in an engaged state, a lock-up on flag is set, and when the lock-up clutch is in a released state, the lock is A history holding means for resetting the up-on flag,
The fail-safe processing is executed by the fail-safe processing means only when a lock-up on flag is set by the history holding means when the engine stall is detected by the engine stall detection means. It is characterized by.

A vehicle control device according to an aspect of the present invention includes a fluid transmission mechanism with a lock-up clutch,
Lockup control means for selectively engaging and releasing the lockup clutch according to a control command for instructing engagement and release of the lockup clutch, engine stall detection means for detecting engine stall, and lockup clutch Lock-up when there is a fail-safe processing means for forcibly releasing the engagement state and a control command for instructing engagement of the lock-up clutch, or when the lock-up clutch is in the engaged state History holding means for setting an ON flag and resetting the lock-up ON flag when the lock-up clutch is disengaged. Therefore, according to the vehicle control apparatus of this embodiment, the lockup is performed only when the lockup on flag is set by the history holding means when the engine stall is detected by the engine stall detection means. Fail-safe processing for forcibly releasing the clutch is executed. Therefore, if the engine stall is caused by a factor unrelated to the lock-up on failure that is the engagement state of the lock-up clutch, such as out of fuel (out of gas) or idling stop, the lock-up clutch is forced. Fail-safe processing to be released automatically is not executed. In other words, unnecessary fail-safe processing is not executed, and power for fail-safe processing is not consumed unnecessarily. Further, unnecessary shock does not occur in the hydraulic control circuit due to the supply of hydraulic pressure by this unnecessary processing.

It is a skeleton figure which shows an example of the drive device for vehicles to which this invention is applied. It is a block diagram of the control part which performs lockup control etc. in the vehicle drive device of FIG. In the vehicle drive device of FIG. 1, it is explanatory drawing which shows an example of the hydraulic control circuit which mainly performs lockup control of a lockup clutch. It is a flowchart which shows an example of the fail safe control routine in embodiment of this invention. It is a flowchart which shows an example of the lockup ON flag set / reset routine in the embodiment of the present invention.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following embodiments, the drawings are appropriately simplified or modified for easy understanding, and the dimensional ratios and shapes of the respective parts are not necessarily drawn accurately.

  FIG. 1 is a skeleton diagram illustrating a schematic configuration of a vehicle drive device 10 to which the present invention is applied. This vehicle drive device 10 is a horizontal automatic transmission, which is suitably employed in an FF (front engine / front drive) type vehicle, and includes an engine 12 as a driving power source. The output of the engine 12 is transmitted to the differential gear device 22 via the crankshaft of the engine 12, the torque converter 14, the forward / reverse switching device 16, the belt-type continuously variable transmission (CVT) 18, and the reduction gear device 20. It is distributed to the left and right drive wheels 24L, 24R.

  The torque converter 14 includes a pump impeller 14p connected to the crankshaft of the engine 12, a turbine impeller 14t, a pump impeller 14p, and a turbine impeller 14t connected to the forward / reverse switching device 16 via the turbine shaft 34. The stator impeller 14s is inserted between the two and connected to the non-rotating member via a one-way clutch, and transmits power through a fluid. Further, a lock-up clutch 26 is provided between the pump impeller 14p and the turbine impeller 14t, and the hydraulic pressure supply to the engagement oil chamber and the release oil chamber is switched by a valve of a hydraulic control circuit described later. The pump impeller 14p and the turbine impeller 14t rotate together by being engaged or released and fully engaged. The pump impeller 14p is connected to a mechanical oil pump 28 that is rotationally driven by the engine 12.

  The forward / reverse switching device 16 is mainly configured by a forward clutch C1, a reverse brake B1, and a double pinion planetary gear device 16p. When the forward clutch C1 is engaged and the reverse brake B1 is released, the forward driving force is transmitted to the continuously variable transmission 18 side. Further, when the reverse brake B1 is engaged and the forward clutch C1 is released, the drive force in the reverse direction is transmitted to the continuously variable transmission 18 side. When both the forward clutch C1 and the reverse brake B1 are released, the forward / reverse switching device 16 enters a neutral state (power transmission cut-off state) in which power transmission is cut off.

  FIG. 2 is a block diagram for explaining a main part of a control system provided in the vehicle for controlling the vehicle drive device 10 of FIG. The electronic control unit (ECU) 100 includes, for example, a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, etc., and the CPU is stored in the ROM in advance using the temporary storage function of the RAM. By performing signal processing according to the program, the output control of the engine 12, the shift control of the continuously variable transmission 18, the belt clamping pressure control, the torque capacity control of the lockup clutch 26, and the like are executed. Accordingly, it is configured separately for engine control, hydraulic control of the continuously variable transmission 18 and the lockup clutch 26, and the like.

The ECU 100 according to the present embodiment includes an engine rotation speed sensor 102, a turbine rotation speed sensor 104, an input shaft rotation speed sensor 106, a vehicle speed sensor 108, a throttle sensor 110, a coolant temperature sensor 112, an accelerator opening sensor 114, a foot brake switch. 118 and a shift lever position sensor 120 are connected. Engine rotational speed sensor 102 detects a crankshaft rotational angle and the engine rotational speed N _E of the engine 12. The turbine rotation speed sensor 104 detects the rotation speed (turbine rotation speed) _NT of the turbine shaft 34. The input shaft rotational speed sensor 106 detects the rotational speed (input shaft rotational speed) N _IN of the input shaft 36 of the continuously variable transmission 18. The vehicle speed sensor 108 detects the vehicle speed V. In the present embodiment, the vehicle speed V is detected in correspondence with the output shaft rotational speed of the output shaft 44 that is the output rotational speed of the continuously variable transmission 18 detected by the output shaft rotational speed sensor 108. The throttle sensor 110 detects the opening degree θ _TH of the electronic throttle valve 30 provided in the intake pipe of the engine 12. Coolant temperature sensor 112 detects a cooling water temperature T _W of the engine 12. The accelerator opening sensor 114 detects an accelerator opening Acc that is an operation amount of the accelerator pedal 116. The foot brake switch 118 detects whether or not the foot brake is operated, that is, whether the switch is on (B _ON ) or off. A shift lever position sensor 120, the position of the shift lever 122 (operation position) to detect the operation position indicating the P _SH.

Further, the ECU 100 injects an engine output control command signal S _E for controlling the output of the engine 12, for example, a throttle signal for driving a throttle actuator 124 for controlling opening and closing of the electronic throttle valve 30 and a fuel injection device 126. An injection signal for controlling the amount of fuel to be generated and an ignition timing signal for controlling the ignition timing of the engine 12 by the ignition device 128 are output. The signal to the starter for starting the engine 12, shift control command signal S _T and the lock-up clutch 26 for changing the gear ratio of the continuously variable transmission 18 engages the lock-up for controlling the release A control signal S _{B and the} like are output to the hydraulic control circuit 150.

  The shift lever 122 is disposed in the vicinity of the driver's seat, for example, and is sequentially positioned to any one of the lever positions “P”, “R”, “N”, “D”, “L”, and the like. It is designed to be manually operated. Here, the “D” position is a forward travel position (position) in which the automatic shift mode is established within the shift range that allows the continuously variable transmission 18 to shift, and the “L” position is a strong engine. This is the engine brake position (position) at which the brake is applied.

  FIG. 3 shows a schematic configuration of a hydraulic control circuit 150 that controls the lockup clutch 26, which is a main part of the present invention. In FIG. 3, spools of a lockup relay valve 200 and a lockup control valve 300, which will be described later, are in an off position or a lockup state in which the lockup clutch 26 is disengaged in the left half and the right half of the central axis, respectively. A different state is shown in which the clutch 26 is switched to the ON position, which is the engaged state.

  The hydraulic control circuit 150 of the present embodiment includes a lockup relay valve 200 that switches the lockup clutch 26 to either the engaged state or the released state, and the lockup clutch 26 when the lockup clutch 26 is in the engaged state. A lock-up control valve 300 for controlling the engagement pressure, a linear solenoid valve (SLU) 350 for controlling the switching of the lock-up relay valve 200 and the output pressure output from the lock-up control valve 300, a lock-up relay A solenoid valve (SL) 360 that controls opening and closing of the supply of failsafe pressure to the valve 200, and a hydraulic pressure generating unit 400 that generates hydraulic pressure supplied to the linear solenoid valve (SLU) 350, the solenoid valve (SL) 360, and the like. Has

  For example, the oil pressure generating unit 400 sucks and pressure-feeds the hydraulic oil that has circulated to the oil pan 402, and, for example, the oil pump 404 driven by an engine or an electric motor, and the hydraulic oil pumped from the oil pump 404 to the line pressure PL The primary regulator valve (PRV) 406 of the first pressure regulating valve that regulates pressure to the secondary pressure, and the secondary regulator valve of the second pressure regulating valve that regulates the hydraulic oil discharged for pressure regulation from the primary regulator valve (PRV) 406 to the secondary pressure Psec (SRV) 408 and a modulator valve (MV) 410 of a third pressure regulating valve that is a pressure reducing valve that generates a predetermined modulator pressure Pm that is set in advance using the line pressure PL as a source pressure. The primary regulator valve (PRV) 406 is controlled based on a control pressure output from a linear solenoid valve (not shown), and generates a line pressure PL corresponding to the running state of the vehicle. In addition to the lock-up control oil path circuit, the line pressure PL is, for example, a shift control oil path circuit 412 for performing the shift control of the belt-type continuously variable transmission 18 or the forward / reverse switching device 16. Supplied to the forward clutch C1 and the reverse brake B1 oil passage circuit 414 and the like.

  The lock-up clutch 26 has a hydraulic pressure (Pon) in the engagement oil chamber 144 to which hydraulic oil is supplied via the engagement oil passage 142 and a release oil chamber 148 to which hydraulic fluid is supplied via the release oil passage 146. This is a hydraulic friction engagement clutch that is frictionally engaged with the front cover 149 by a differential pressure ΔP (Pon−Poff) with respect to the internal hydraulic pressure (Poff). The operating condition of the torque converter 14 is, for example, a so-called lockup off, in which the differential pressure ΔP is negative and the lockup clutch 26 is in a disengaged state. Is a half-engaged state, so-called slip state, and a state in which the differential pressure ΔP is set to a maximum value and the lock-up clutch 26 is completely engaged, so-called complete lock-up on. Is done.

The lockup relay valve 200 is for selectively switching the lockup clutch 26 to either the engaged state or the released state, and communicates with the release port 202 that communicates with the release oil chamber 148 and the engagement oil chamber 144. Engaging port 204, first input port 206 and second input port 208 to which secondary pressure Psec is supplied, bypass port 209 communicating with release oil chamber 148 when lockup clutch 26 is engaged, and lockup relay valve 200. A spool 210 for switching the oil passage to an on (ON) position where the lockup clutch 26 is engaged or an off (OFF) position where the lockup clutch 26 is disengaged, and the spool 210 is on the off (OFF) position side shown in FIG. Spring 212 for applying a biasing force in the direction toward A signal pressure P _SLU from the linear solenoid valve (SLU) 350 is allowed to act, and a fluid chamber 214 for receiving the hydraulic pressure to direct the spool 210 to the on (ON) position side shown in FIG. Further, the chamber that houses the spring 212 is configured as an oil chamber 216 that applies a fail-safe hydraulic pressure in a direction toward the off (OFF) position to the spool 210.

The lock-up control valve 300 includes a spool 302 that switches the state of the valve, a spring 304 that applies a biasing force toward the slip position to the spool 302, and a torque that biases the spool 302 toward the slip position. The oil chamber 306 that receives the hydraulic pressure (Pon) in the engagement oil chamber 144 of the converter 14 and the hydraulic pressure (Poff) in the release oil chamber 148 of the torque converter 14 to urge the spool 302 to the fully engaged position side. An oil chamber 308 for receiving, an oil chamber 310 for receiving the signal pressure P _SLU output from the linear solenoid valve (SLU) 350 to urge the spool 302 toward the ON position side, and a secondary regulator valve (SRV) 408 Input port to which regulated secondary pressure Psec is supplied 312 and a control port 314 that communicates with the input port 312 when the spool 302 is positioned on the slip position side. 3 shows a state where the spool 302 is positioned on the slip position side (SLIP) in the left half of the center line, and the spool 302 is positioned on the complete engagement position (ON) side in the right half of the center line. It shows the state that was done.

In the present embodiment configured as described above, when a lock-up on command is issued from the ECU 100, the linear solenoid valve (SLU) 350 generates a signal pressure P _SLU . The signal pressure P _SLU is obtained by using the modulator pressure Pm generated by the modulator valve (MV) 410 of the third pressure regulating valve as a source pressure and reducing the pressure by, for example, duty control as necessary. Further, this signal pressure P _SLU acts on the oil chamber 214 of the lockup relay valve 200 as a switching signal pressure of the lockup relay valve 200, and switches the spool 210 of the lockup relay valve 200 to the on position side. At this time, the secondary pressure Psec supplied to the first input port 206 is supplied from the engagement port 204 to the engagement oil chamber 144 through the engagement oil passage 142. The secondary pressure Psec supplied to the engagement oil chamber 144 becomes the hydraulic pressure Pon.

On the other hand, when a lock-up off command is issued, in the lock-up relay valve 200, the signal pressure P _SLU supplied to the oil chamber 214 is made lower than a predetermined switching pressure, and the spool 212 is biased by the urging force of the spring 212. 210 is moved to the off position side (FIG. 3). Then, the secondary pressure Psec supplied to the first input port 206 is supplied from the second release port 108 to the release oil chamber 148 through the release oil passage 146. Then, the hydraulic oil passes from the engagement oil chamber 144 through the engagement oil passage 142, is supplied to the engagement port 204, and is supplied to a drain oil passage (not shown). As a result, the lockup clutch 26 is turned off.

In the present embodiment, the differential pressure ΔP (= Pon−Poff) between the hydraulic pressure Pon in the engagement oil chamber 144 and the hydraulic pressure Poff in the release oil chamber 148 is increased as the signal pressure P _SLU increases. The lockup control valve 300 adjusts the operation state of the lockup clutch 26 in the range of slip state to lockup on (complete lockup state).

  Next, an example of the fail-safe control routine in the present embodiment described above will be described with reference to the flowchart of FIG. This control routine is executed at a predetermined cycle when the ignition is on.

  First, when the control starts, in step S401, the ECU 100 determines whether or not the engine 12 has stalled. If the engine 12 is not stalled, that is, if NO in step S401, this routine is terminated. If the engine 12 has stalled, that is, if YES is determined in the step S401, the process proceeds to the next step S402.

The determination of whether the stall of the engine 12 occurs, the presence or absence of an input signal from the engine speed sensor 102 to the ECU 100, or by whether or not the engine rotational speed N _E is equal to or less than 0 or a predetermined threshold value Can be determined.

  In the next step S402, ECU 100 determines whether or not the position of shift lever 122 is in the D range based on a signal from lever position sensor 120. When not in the D range, that is, when NO in step S402, this routine is terminated. If it is in the position of the D range, that is, if YES is determined in the step S402, the process proceeds to the next step S403.

  In the next step S403, the ECU 100 determines whether or not the engine 12 is in an idling stop state. When the engine 12 is in the idling stop state, that is, when YES is determined in the step S403, this routine is ended. If the engine 12 is not in the idling stop state, that is, if NO is determined in step S403, the process proceeds to the next step S404.

Here, whether or not the engine 12 is in the idling stop state is determined in addition to the determination that the engine 12 is in the D range in the previous step S402, whether or not there is a brake on signal from the foot brake switch 118 to the ECU 100, and a signal wait. In order to reduce fuel consumption when the vehicle is stopped, it can be determined based on the presence or absence of an engine stop command signal based on the engine output control command signal S _E issued from the ECU 100.

  In the next step S404, the ECU 100 determines whether or not the lockup on history is retained, in other words, whether or not the lockup on flag is set. If the lockup on history is not held (the lockup on flag is not set), that is, if NO in step S404, this routine is terminated. When the lock-up on flag is set, that is, when YES is determined in the step S404, the process proceeds to the next step S405.

  Here, the retention of the determined lock-up on history is set in a lock-up on flag set / reset routine of a subroutine that is executed in parallel with the fail-safe control routine. An example of the lock-up on flag set / reset routine will be described with reference to the flowchart of FIG. This routine is also executed at a predetermined cycle when the ignition is on.

  First, starting from the flowchart of FIG. 5, in step S501, the ECU 100 determines whether or not there is a lock-up on command. If a lock-up on command has been issued, that is, if it is determined YES in step S501, the process proceeds to step S503 described later. On the other hand, when the lock-up on command is not issued, that is, when NO in step S501, the process proceeds to step S502, and it is determined whether or not the lock-up is on.

As described above, the lock-up on command is determined based on whether or not a lock-up on command is issued from the ECU 100 to generate the signal pressure P _SLU in the linear solenoid valve (SLU) 350. Therefore, it does not matter whether the lock-up on state is actually entered. This is because a lock-up on flag is set as will be described later, including a situation where there is a high probability of being in the lock-up on state.

In step S502, the ECU 100 determines whether or not the lock-up is on. Whether the lock-up is on or not is determined, for example, when the opening degree θ _TH of the electronic throttle valve 30 detected by the throttle sensor 110 is greater than or equal to a predetermined value. while you are, determined by whether are detected by the engine rotational speed sensor 102 and the turbine speed sensor 104, and a turbine rotational speed N _T of the engine rotational speed N _E and the turbine shaft 34 of the engine 12 substantially coincides with can do. If it is determined in step S502 that the lock-up is on, that is, YES is determined in step S502, the process proceeds to the next step S503. Conversely, if the lock-up is not on, that is, if NO is determined in step S502, the process proceeds to step S504 described later.

  In step S503, based on the determination that there is a lock-up on command in step S501 or in the lock-up on state in step S502, the setting that there is a lock-up on history, that is, the lock-up on flag is set, and the routine Is terminated.

  On the other hand, in step S504, the lockup on flag is reset based on the determination that the lockup on state in step S502 is not in effect, that is, NO.

  Specifically, in step S504, the lockup on flag set in step S503 is reset assuming that the lockup is off, that is, the lockup clutch 26 is released. Then, this routine ends.

  Here, when returning to the fail-safe control routine shown in FIG. 4, when determining whether or not the lock-up on flag is set in step S404, the lock-up on flag set shown in the flowchart of FIG. • The result of the reset routine is referenced. If the lockup on history is not retained when the engine stall is detected, in other words, if the lockup on flag is reset, that is, if NO in step S404, this routine is terminated. If the lock-up on flag is set, that is, if YES is determined in the step S404, the process proceeds to the next step S405. In step S405, lock-up forced release fail-safe processing is executed.

  Specifically, the ECU 100 issues a fail safe process command for forcibly releasing the lockup clutch 26. Then, in the present embodiment, the solenoid valve (SL) 360 for controlling the opening and closing of the supply of the failsafe pressure to the lockup relay valve 200 is opened, and the lockup relay in a state where the spool 210 is biased to the on position side. The line pressure PL is supplied to the oil chamber 216 as a fail-safe pressure with respect to the valve 200. Thus, the spool 210 of the lockup relay valve 200 is quickly switched to the off position, and the lockup clutch 26 is released.

  According to this embodiment, the fail-safe pressure supplied in the fail-safe process is determined by the lock-up relay valve 200 of the lock-up control oil passage circuit and other forward clutch C1 of the forward / reverse switching device 16, for example. The reverse brake B1 oil passage circuit 414 is supplied via one solenoid valve (SL) 360. Therefore, even if the forward clutch C1 fails, a line pressure that is a fail-safe pressure can be supplied to the forward clutch C1 via the solenoid valve (SL) 360, so that a shock is generated. The cost can be reduced while avoiding the above.

  As described above, according to the present embodiment, the fail-safe processing means for forcibly releasing the engagement state of the lockup clutch 26 engages the lockup clutch 26 when a stall of the engine 12 is detected. When a lockup on command is issued or when the lockup clutch 26 is in an engaged state, and a lockup on flag that is reset when the lockup clutch 26 is in a released state is set Only, fail-safe processing is executed. Therefore, in the case where the engine stall is a factor unrelated to the failure in the engagement state of the lock-up clutch (lock-up on-fail), unnecessary fail-safe processing is not executed. And so on. Further, unnecessary shock does not occur in the hydraulic circuit due to the supply of hydraulic pressure by this unnecessary processing.

  As mentioned above, although embodiment of this invention was described in detail based on drawing, this invention is applied also in another aspect. For example, the above-described embodiment is applied to the fluid transmission device of the belt-type continuously variable transmission 18, but is not limited to the belt-type continuously variable transmission 18, and may be applied to other transmissions such as a stepped automatic transmission. It may be applied. The above description is only an embodiment, and the present invention can be implemented in variously modified and improved forms based on the knowledge of those skilled in the art.

14 Torque converter 26 Lockup clutch 150 Lockup hydraulic control circuit 200 Lockup relay valve 300 Lockup control valve 350 Linear solenoid valve (SLU)
360 Solenoid valve (SL)

Claims (1)

A vehicle control device including a fluid transmission mechanism with a lock-up clutch provided between an engine and a transmission,
Lockup control means for selectively engaging and releasing the lockup clutch in response to a control command for instructing engagement and release of the lockup clutch;
Engine stall detection means for detecting the engine stall;
Fail-safe processing means for performing fail-safe processing for forcibly releasing the engagement state of the lock-up clutch;
When the control command for instructing engagement of the lock-up clutch is received or when the lock-up clutch is in an engaged state, a lock-up on flag is set, and when the lock-up clutch is in a released state, the lock is A history holding means for resetting the up-on flag,
The fail-safe processing is executed by the fail-safe processing means only when a lock-up on flag is set by the history holding means when the engine stall is detected by the engine stall detection means. A control apparatus for a vehicle.

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