JP2001193516A - Auxiliary drive control device for internal combustion engine and vehicle equipped with the same - Google Patents

Abstract

PROBLEM TO BE SOLVED: To operate an auxiliary machine even when an anomaly of joining inability occurs in a joining mechanism connecting so as to join or release an output shaft of an internal combustion engine, an input shaft of the auxiliary machine, and an output shaft of an auxiliary machine driving motor. SOLUTION: In a vehicle driving the auxiliary machine 12 by the engine 10 during operation of the engine 10 and driving the auxiliary machine 12 by the auxiliary machine driving motor 14 during operation stoppage of the engine 10, it is determined that a joining inability anomaly has occurred in an electromagnetic clutch 15 when a rotational frequency Ne of the engine 10 is higher than a predetermined engine rotational frequency N1 and a rotational frequency Nm of the auxiliary machine driving motor 14 is lower than a predetermined rotational frequency N2. In such a case, the auxiliary machine 12 is driven by the auxiliary machine driving motor 14 even during operation of the engine 10.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an accessory driving device for controlling the driving of an accessory and a vehicle provided with the accessory driving device.

[0002]

2. Description of the Related Art There has been proposed a vehicle having a so-called idling stop control function for automatically stopping the operation of an internal combustion engine when the vehicle is temporarily stopped such as when waiting for a traffic light while the vehicle is running. A vehicle having such an internal combustion engine automatic operation stop / operation start function is provided with an auxiliary device driving electric motor operatively linked to the internal combustion engine and the auxiliary device via a fan belt. Also, between the internal combustion engine and the auxiliary equipment and the electric motor for driving the auxiliary equipment, the internal combustion engine is disconnected from the drive system when the auxiliary equipment is driven by the electric motor for driving the auxiliary equipment to reduce the load on the electric motor for driving the auxiliary equipment. A clutch (joining mechanism) for releasing and joining the connection between the output shaft of the engine, the output shaft of the electric motor for driving the auxiliary equipment, and the input shaft of the auxiliary equipment is arranged. In the vehicle having such a configuration, when the operation of the internal combustion engine is stopped, the power supply to the clutch is turned off to release the engagement of the clutch, and an auxiliary device such as a water pump is driven by the electric motor for driving the auxiliary device. Is turned on to engage the clutch engagement, and the auxiliary machine is driven by the internal combustion engine.

[0003]

However, in the vehicle having the above-mentioned structure, an abnormality such that the clutch cannot be engaged due to disconnection, coil burnout, fuse cut, etc. during operation of the internal combustion engine has occurred. In this case, an auxiliary machine that should be driven by the internal combustion engine cannot be driven. The auxiliary equipment includes a water pump for circulating a coolant for cooling the internal combustion engine, a power steering pump for reducing the steering operation force, and the like. When the water pump does not operate, the internal combustion engine cannot be sufficiently cooled in some cases. Further, when the power steering pump does not operate, there is a problem that a larger steering operation force is required when the vehicle travels.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned problem. An output shaft of an internal combustion engine is connected to an input shaft of an accessory and an output shaft of an electric motor for driving the accessory so as to be connected or releasable. An object of the present invention is to operate an auxiliary machine even when an unjoinable abnormality occurs in a joining mechanism to be connected.

[0005]

Means for Solving the Problems and Actions and Effects Thereof A first aspect of the present invention for solving the above problems has an idling stop function for stopping or starting the operation of an internal combustion engine and driving an auxiliary machine. Provided is a vehicle including an electric motor for driving auxiliary equipment. According to a first aspect of the present invention, there is provided a coupling mechanism for coupling or releasably coupling an output shaft of the internal combustion engine, an input shaft of the auxiliary machine, and an output shaft of the electric motor, and an operating state of the internal combustion engine. And an auxiliary device control device that drives at least an auxiliary machine by the internal combustion engine by joining or releasing the joining mechanism in accordance with the condition of the joining mechanism, and determining an abnormality of the joining mechanism. When the abnormality determining unit and the abnormality determining unit determine that the unjoinable abnormality has occurred in the joining mechanism, the auxiliary machine is driven by the electric motor regardless of an operation state of the internal combustion engine. An abnormal time auxiliary machine control device.

According to the first aspect of the present invention, when it is determined that an unjoinable abnormality has occurred in the coupling mechanism, an abnormality is caused when the auxiliary machine is driven by the electric motor regardless of the operating state of the internal combustion engine. Since the auxiliary device control device is provided, the auxiliary device can be continuously operated even when an unjoinable abnormality occurs in the connection mechanism.

[0007] The first aspect of the present invention further provides an internal combustion engine that suppresses the output of the internal combustion engine when the abnormality determining means determines that an unjoinable abnormality has occurred in the coupling mechanism. Engine control means can be provided. With such a configuration, overheating of the internal combustion engine can be prevented. Further, in the first aspect of the present invention, the operating state determining means may be configured to control the connection mechanism when the rotation speed of the internal combustion engine is higher than a predetermined rotation speed and the rotation speed of the electric motor is lower than the predetermined rotation speed. It can be determined that an abnormality that cannot be joined has occurred. With this configuration, it is possible to detect an abnormality in the joining mechanism without providing a new detecting unit. Further, in the first aspect of the present invention, when the operating state determining means determines that an abnormality has occurred in the joining mechanism, a notification that an abnormality has occurred in the joining mechanism is provided. Means can be provided.

According to a second aspect of the present invention, an output shaft of an internal combustion engine, an input shaft of an auxiliary machine and an output shaft of an electric motor are connected or releasably connected via a connection mechanism. Provided is an accessory drive control device for a vehicle having an idling stop function for stopping or starting operation of an engine. According to a second aspect of the present invention, the auxiliary mechanism is released or connected according to an operation state of the internal combustion engine and the connection mechanism is set to a connected state, so that at least the internal combustion engine controls the auxiliary machine. A first auxiliary device driving unit to be driven, an abnormality determining unit for determining an abnormality of the splicing mechanism, and an abnormality judging unit that determines that an unjoinable abnormality has occurred in the splicing mechanism. Is characterized by comprising a second accessory drive means for driving the accessory by the electric motor regardless of the operating state of the internal combustion engine.

According to the second aspect of the present invention, when it is determined that an unjoinable abnormality has occurred in the joining mechanism, the auxiliary machine is driven by the electric motor regardless of the operating state of the internal combustion engine. Since the second auxiliary device driving means is provided, it is possible to continue operating the auxiliary device even when an abnormality that cannot be connected occurs in the connection mechanism.

In a second aspect of the present invention, there is further provided an internal combustion engine for suppressing the output of the internal combustion engine when the abnormality determining means determines that an unjoinable abnormality has occurred in the coupling mechanism. Engine control means can be provided. With such a configuration, overheating of the internal combustion engine can be prevented. Further, in the second aspect of the present invention, the abnormality determining means may be connected to the connection mechanism when the rotation speed of the internal combustion engine is higher than a predetermined rotation speed and the rotation speed of the electric motor is lower than the predetermined rotation speed. It can be determined that an unmatchable abnormality has occurred. With this configuration, it is possible to detect an abnormality in the joining mechanism without providing a new detecting unit. The second aspect of the present invention further comprises:
If the operating state determining means determines that an abnormality has occurred in the joining mechanism, the notifying means may be provided for notifying that the abnormality has occurred in the joining mechanism.

A third aspect of the present invention provides an accessory drive control method for a vehicle having an idling stop function for stopping or starting operation of an internal combustion engine and having an accessory drive motor for driving the accessory. A third aspect of the present invention is to determine an operating state of a joint mechanism that jointly or releasably couples an output shaft of the internal combustion engine with an input shaft of the auxiliary machine and an output shaft of the electric motor, If it is determined that the coupling mechanism is operating normally, the coupling mechanism is released and the auxiliary machine is driven by the electric motor while the internal combustion engine is stopped, and the operation of the internal combustion engine is stopped. When the auxiliary mechanism is driven by the internal combustion engine by connecting the connection mechanism, and when it is determined that the connection mechanism has a failure that cannot be connected, even during the operation of the internal combustion engine, The auxiliary machine is driven by the electric motor.

According to the third aspect of the present invention, when it is determined that an unjoinable abnormality has occurred in the joining mechanism, the auxiliary machine is driven by the electric motor even during the operation of the internal combustion engine. The auxiliary machine can be continuously operated even when an unjoinable abnormality occurs in the joint mechanism.

The third aspect of the present invention can further suppress the output of the internal combustion engine when it is determined that an unjoinable abnormality has occurred in the joining mechanism. With such a configuration, overheating of the internal combustion engine can be prevented. Further, in the third aspect of the present invention, when the rotation speed of the internal combustion engine is higher than a predetermined rotation speed and the rotation speed of the electric motor is lower than the predetermined rotation speed, an unjoinable abnormality occurs in the connection mechanism. Can be determined. With this configuration, it is possible to detect an abnormality in the joining mechanism without providing a new detecting unit. According to the third aspect of the present invention, when it is determined that an abnormality has occurred in the joining mechanism, it can be notified that an abnormality has occurred in the joining mechanism.

[0014]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a block diagram of an auxiliary drive control system for an internal combustion engine according to the present invention.

Referring to FIGS. 1 and 2, a schematic configuration of a vehicle in which the accessory drive control device of the present embodiment can be used will be described. FIG. 1 is a block diagram showing a schematic configuration of a vehicle to which the first embodiment is applied. FIG. 2 is a conceptual diagram showing an arrangement relationship between a power transmission belt, an engine, an accessory, and an accessory driving motor.

The vehicle has an engine (internal combustion engine) as a power source, a torque converter 20 for amplifying the output torque of the engine 10, and a step-down ratio automatically changeable between a maximum reduction ratio and a minimum reduction ratio. Automatic stepped transmission (AT) 4
0. The engine 10 is connected to a power input shaft of a torque converter 20 via a crankshaft (output shaft) 11, and a power output shaft of the torque converter 20 is connected to a power input shaft of the AT 40.
The power output shaft 40 is connected to the drive shaft 50. The drive shaft 50 is connected to wheels 53 via a differential gear (including a final gear) 51 and an axle 52.

As shown in FIG. 2, a water pump 121 and an air conditioner compressor 12 are provided around the engine 10.
2, auxiliary equipment 12, such as a power steering pump 123,
An auxiliary device driving motor (electric motor) for driving the auxiliary device 12 when the vehicle is temporarily stopped at a signal stop or the like, or when the operation of the engine 10 is interrupted when the vehicle is driven only by the driving motor 20 (when the vehicle is running). ) 14 are arranged.
An inverter 200 is connected to the accessory driving motor 14. The inverter 200 is connected to the battery 210 and to the control unit 60 via a control line. A starting ring gear 30 is connected to the crankshaft 11 between the engine 10 and the torque converter 20, and a gear of a starting motor 31 is connected to the starting ring gear 30. The gear of the starting motor 31 is connected to the ring gear 30 only when the engine is started with the operation of the ignition switch 77,
Normally, it is not joined to the ring gear 30 but is stored at a separated position. When the engine 10 is started in accordance with the idling stop control, the auxiliary machine driving motor 14 functions as a starter motor. That is, in the present embodiment, the starting process of the engine 10 is executed by the starting motor 31 when the engine 10 is first started, and the starting process of the engine 10 is executed by the accessory driving motor 14 when the engine 10 is restarted. .

Pulleys 124 and 125 are mounted on the power input shafts of the auxiliary devices 121, 122 and 123 and one end of the crankshaft 11 of the engine 10, respectively. A wet multi-plate electromagnetic clutch 15 is interposed between the crankshaft 11 and the pulley 125. The electromagnetic clutch 15 may be provided separately from the pulley 125 as shown in FIG. 1, or may be built inside the pulley 125.
The electromagnetic clutch 15 allows the crankshaft 1
Disconnection and connection of power transmission between the transmission belt 1 and the transmission belt 131 are realized. That is, the electromagnetic clutch 15
When energization is turned on, clutch engagement is engaged, and when energization is turned off, clutch engagement is released. A transmission belt 131 for starting the engine 10 by the accessory drive motor 14 is mounted on the pulley 125 of the engine 10 and the pulley 126 of the accessory drive motor 14. The pulley ratio between the pulley 125 and the pulley 126 is generally about 2 to 3. A transmission belt 132 is mounted on each of the pulleys 124 and 125.
The output of the engine 10 is transmitted to the power input shaft of the auxiliary machine 12 via the transmission belt 132 and the output of the motor 14 for driving the auxiliary machine via the transmission belt 131 and the transmission belt 132.
Of the power input shaft. As the transmission belt, a so-called V-belt having a trapezoidal cross-sectional shape or a so-called V-rib belt having a thinner and wider thickness than the V-belt and having a plurality of V-shaped grooves formed along its rotation direction. Are used.

When the vehicle is running, or when the vehicle is stopped while the engine 10 is operating, the electromagnetic clutch 1
5, the driving force of the crankshaft 11 is transmitted to the transmission belt 131, so that the water pump 121, the air conditioner compressor 122, and the power steering pump 123 are driven by the engine 10. On the other hand, when the vehicle is temporarily stopped while the operation of the engine 10 is stopped, the electromagnetic clutch 15 is released,
The crankshaft 11 and the transmission belt 131 are mechanically separated, and the water pump 121, the air conditioner compressor 122, and the power steering pump 123 are driven by the accessory drive motor 14. At this time,
Since the crankshaft 11 is mechanically separated from the transmission belt 131, the auxiliary machine driving motor 14 does not need to drive the crankshaft 11, and the load on the auxiliary machine driving motor 14 is reduced.

The torque converter 20 is a general fluid type torque converter, and amplifies a driving torque input to an input shaft and outputs the amplified driving torque from an output shaft. Since the detailed configuration and operation of the torque converter are known, the description thereof is omitted. The AT 40 is an automatic transmission having a planetary gear inside, and changes a gear ratio by automatically changing a combination of gears via a hydraulic actuator 44 according to a vehicle speed, an accelerator depression amount, and the like. A
The output shaft of the T40 is connected to the drive shaft 50, and the driving force output from the output shaft of the AT 40 is applied to the drive shaft 50, the differential gear 51, the axle 5
2 to the wheels 53.

Next, a vehicle control system according to this embodiment will be described with reference to FIG. FIG. 3 is an explanatory diagram illustrating a control system of the vehicle according to the first embodiment. Control unit 60
Is the idling stop ECU (electronic control unit)
610, engine ECU 620, motor EC for driving auxiliary equipment
A U630 and a transmission ECU 640 are provided. Each of the ECUs 610, 620, 630, and 640 includes a CPU, a ROM, a RAM, and the like. In addition,
These ECUs are examples, and for example, the accessory drive motor ECU 630 may be incorporated in the idling stop ECU 610.

The idling stop ECU 610 is the core ECU of the unit 60 in idling stop control. Idling stop ECU 610
Are the engine ECU 620 and the auxiliary device driving motor ECU 6
30 and the transmission ECU 640 so as to be capable of bidirectional communication with each other via a signal line. The idling stop ECU 610 includes an engine speed sensor 70 for detecting the speed of the crankshaft 11 of the engine 10, a first motor speed sensor 71 for detecting the speed of the auxiliary drive motor 14, and a vehicle speed of the vehicle. A vehicle speed sensor 72, a shift position sensor 73 for detecting a gear position, an accelerator opening sensor 74 for detecting an accelerator depression amount as an accelerator opening, a brake pedal sensor 75 for detecting whether or not a brake pedal is depressed, an instrument panel 76, and an ignition The switches 77 are respectively connected via signal lines. The idling stop ECU 610 controls energization of the electromagnetic clutch 15 to an electromagnetic actuator (not shown) to realize engagement (energization ON) and release (energization OFF) of the clutch,
Controls power transmission and shutoff. The idling stop ECU 610 stores a program for executing an idling stop control process.

The engine ECU 620 includes an engine speed sensor 70, a vehicle speed sensor 72, and an accelerator opening sensor 74.
Are connected via signal lines, and these sensors 70,
The operating state of the engine 10 is controlled by controlling the fuel injection amount, the throttle opening and the like based on the detection results from 72 and 74. When the vehicle is stopped, the idling stop E
In accordance with a request from the CU 610, fuel injection to the engine 10 is stopped to stop the operation of the engine 10.

The accessory drive motor ECU 630 controls the accessory drive motor 14 via the inverter 200 in accordance with a request from the idling stop ECU 610, thereby driving the accessory 12 while the engine 10 is stopped.
When restarting the operation of the engine 10 from the idling stop state, the auxiliary device driving motor ECU 630 drives the crankshaft 11 of the engine 10 in place of the starting motor 31 to reduce the engine speed to the starting speed. To raise. A first motor speed sensor 71 for detecting the motor speed of the accessory drive motor 14 is connected to the accessory drive motor ECU 630 via a signal line.

The transmission ECU 640 is connected to a vehicle speed sensor 72 and a shift position sensor 7 via signal lines.
3. The accelerator opening sensor 74 is connected. The transmission ECU 640 detects these sensors 72, 7
The hydraulic actuator 44 is controlled based on the detection data from 3, 74 to change the gear ratio at the optimum gear point.

Next, the general operation of the vehicle having the above configuration will be described with reference to the configuration diagrams of FIGS. When the shift position is parking P or neutral N, the position of the ignition switch 77 is set to O.
When the engine is switched from N to the engine starting position STA, the engine ECU 610 connects the gear of the starting motor 31 to the ring gear 30 and then operates the starting motor 31 to rotate the crankshaft 11 to the engine start rotation speed. . At the same time, the engine ECU 610 supplies a predetermined fuel to the cylinder of the engine 10 and ignites the fuel in the cylinder via the spark plug to start the operation of the engine 10. When the operation of the engine is started, the gear of the starting motor 31 is retracted to a storage position separated from the ring gear 30. When the shift position is changed to drive D and the accelerator pedal is depressed, the vehicle starts, engine ECU 610, transmission E
CU 640 is an engine speed sensor 70 and a vehicle speed sensor 7
2. The operation control of the engine 10 and the shift control of the AT 40 are executed based on the detection data from the accelerator opening sensor 74 and the like.

In this embodiment, when the vehicle is temporarily stopped due to a traffic light stop or the like while the vehicle is running, the idling stop EC is started.
U610 executes a so-called idling stop control process for stopping the operation of the engine 10 under predetermined conditions. FIG. 4 shows the idling stop control process.
This will be described with reference to FIG. FIG. 4 is a state transition diagram showing a transition state of the control processing during the idling stop control processing.

When the position of the ignition switch 77 is switched from OFF to ON, the idling stop ECU 610 selects a mode 0 indicating an engine stop state by a process other than the idling stop process. In this state, the display lamp on the instrument panel 76 that indicates that the idling stop process is being executed is turned off. Position of ignition switch 77 is O
When the mode is switched from N to STA, the operation of the engine 10 is started as described above. Idling stop EC
U610 selects a mode 1 indicating a state in which the engine is operating. In the mode 1 state, for example, the vehicle is in the vehicle running state described above, or in the vehicle stopped state while the engine 10 is operated.

When the idling stop ECU 610 determines that the idling stop control processing condition is satisfied,
Mode 2 indicating a process for stopping the operation of the engine 10 is selected. As the idling stop control processing conditions, for example, the vehicle speed detected by the vehicle speed sensor 74 is 0, the depression of the brake pedal is detected by the brake pedal sensor 75, and the shift position detected by the shift position sensor 73 is Neutral N and the like. In the mode 2, the idling stop ECU 610 requests the engine ECU 620 to stop the fuel supply.

When the idling stop ECU 610 determines that the operation of the engine 10 is stopped based on the detection data from the engine speed sensor 70, the idling stop ECU 610 selects the mode 3 indicating the stopped state of the engine 10 due to the idling stop. In the mode 3, the idling stop ECU 61
A value of 0 turns on the display lamp 76 to indicate that the idling stop control process is being executed. Further, the idling stop ECU 610 is a motor ECU for driving auxiliary equipment.
630 is requested to operate the accessory driving motor 14 to drive each of the accessories 121, 122, 123.

When detecting the idling stop control processing end request, the idling stop ECU 610 selects the mode 4 indicating the engine start control state for restarting the operation of the engine 10. Idling stop E
For example, when the shift position is shifted from the neutral N to the drive D, when the brake pedal is released, when the charge rate of the battery falls below the charge request value that is the lower limit of the charge rate, the CU 610 may cool the air conditioner. When the performance is insufficient or when any system abnormality occurs, a request for idling stop control processing is detected. In the mode 4, the idling stop ECU 610
Requests the accessory drive motor ECU 630 to operate the accessory drive motor 14, and
0, requesting fuel supply and execution of spark ignition. When the engine 10 is restarted by the accessory drive motor 14, an accessory drive motor control process described later is executed. The idling stop ECU 610 selects the mode 0 when detecting an unusable system abnormality.

When the idling stop ECU 610 determines that the engine 10 has started, it selects mode 1. The idling stop ECU 610 determines that the engine speed detected by the engine speed sensor 70 is 5
If it is not less than 00 rpm, it is determined that the engine 10 has started. When the position of the ignition switch 77 is switched from ON to OFF in the state of the mode 1, the idling stop ECU 610 starts the mode 0.
Select

Subsequently, the electromagnetic clutch 1 according to the present embodiment
With reference to FIG. 5, a description will be given of a control process for driving the accessory by the accessory driving motor 14 when the connection of the accessory 5 is not possible. FIG. 5 is a flowchart showing a processing routine executed in a control process for driving the auxiliary machine by the auxiliary machine drive motor 14 when the electromagnetic clutch 15 cannot be engaged.

The idling stop ECU 610 executes this processing routine at predetermined intervals. When this processing routine is started, the idling stop ECU 610
It is determined whether the engine speed Ne is higher (greater) than the predetermined engine speed N1 (step S100).
That is, the present embodiment is characterized in that the auxiliary machine 12 is driven by the auxiliary machine drive motor 14 when the electromagnetic clutch 15 cannot be engaged during the operation of the engine 10. It is determined whether or not is operating. Therefore, the idling stop ECU 61
If 0 is determined that the engine speed Ne ≦ N1 (step S100: No), this processing routine ends. The predetermined engine speed N1 is, for example, 5
An idling rotation speed of about 00 to 850 rpm is preferable.

If the idling stop ECU 610 determines that the engine speed Ne is higher than the predetermined engine speed N1 (step S100: Yes), the idling stop ECU 610 sets the motor speed Nm of the auxiliary drive motor 14 to the predetermined motor speed Nm. It is determined whether it is lower (smaller) than N2. When the electromagnetic clutch 15 operates normally and the crankshaft 11
And the pulley 125, the transmission belt 1
The auxiliary device driving motor 14 is also driven via 31.
Therefore, as the predetermined motor rotation speed N2, a rotation speed corresponding to the idling rotation speed of the engine 10 in consideration of the pulley ratio, for example, 1500 rpm can be used. If the idling stop ECU 610 determines that the motor rotation speed Nm ≧ the predetermined motor rotation speed N2 (step S110: No), it determines that the electromagnetic clutch 15 is operating normally and executes this processing routine. finish. On the other hand, the idling stop ECU 6
10, when it is determined that the motor rotation speed Nm <the predetermined motor rotation speed N2 (Step S110: Yes),
It is determined that a disengagement (abnormality) has occurred in the electromagnetic clutch 15 (step S120).

The idling stop ECU 610 requests the accessory drive motor ECU 630 to start the accessory drive motor 14 (step S130), and in response to this, the accessory drive motor ECU 630 sets the accessory drive motor Start 14. When the accessory drive motor 14 is operated, the water pump 121, the power steering pump 123, and the like are driven via the transmission belt 131, the pulley 125, and the transmission belt 132. The idling stop ECU 610 requests the engine ECU 620 to suppress the engine output (step S140). The driving of the accessory 12 by the accessory driving motor 14 is based on the assumption that the accessory 12 is driven instead of the engine 10 when the operation of the engine 10 is stopped. Further, from the viewpoint of cooling the engine 10, the engine 10 may only provide a cooling capacity capable of cooling the engine 10 in the idling state, and may not sufficiently cool the engine 10 in the operating state. Therefore, when the engine 10 is placed in a high load operation state, there is a possibility that the engine 10 cannot be cooled sufficiently. Therefore, in the present embodiment, a situation in which the engine 10 cannot be cooled is avoided in advance by suppressing the upper limit output of the engine 10.

Next, the idling stop ECU 610
Notifies that an abnormality has occurred in the electromagnetic clutch 15 via a warning light or the like on the instrument panel 76 (step S15).
0) This processing routine ends.

As described above, according to the first embodiment, if the electromagnetic clutch 15 is disengaged during the operation of the engine 12 in which the accessory 12 should be driven by the engine 10, the accessory A configuration is provided in which the drive motor 14 is started to drive the accessory 12. Therefore, even when a malfunction that cannot be engaged with the electromagnetic clutch 15 occurs, the auxiliary machine 12 can be continuously driven. More specifically, since the water pump 121 is continuously driven, the engine 10 can be cooled by circulating the coolant, and the power steering pump 12
3 is continuously driven, the steering operation force can be continuously reduced, and the fluctuation of the steering operation force can be prevented. Furthermore, air conditioner compressor 1
Since the vehicle 22 is continuously driven, it is possible to maintain the comfort in the vehicle compartment.

Other Embodiments In the first embodiment described above, the abnormality of disengagement of the electromagnetic clutch 15 is detected by detecting the motor speed Nm of the auxiliary drive motor 14 and comparing it with a predetermined motor speed N2. Although the determination has been made, the rotational speed sensor 127 may be arranged in any of the auxiliary machines 12 and the detection result of the rotation speed sensor 127 may be used to determine whether the electromagnetic clutch 15 cannot be engaged.
This is because it is originally desired to detect whether the auxiliary device 12 is being driven. When the rotation speed sensor 127 is provided, it is not necessary to detect the rotation speed of the accessory drive motor 14, so that the accessory drive motor 14 can be provided with a one-way clutch. As the one-way clutch, the output shaft of the accessory drive motor 14 and the pulley 126 are connected when the accessory drive motor 14 drives the transmission belt 131 (pulley 126), and the accessory drive motor 1
4 is driven by the pulley 126 (the transmission belt 131), the output shaft of the accessory driving motor 14 and the pulley 1
The one that releases the joint with 26 is preferred. By providing such a one-way clutch, it is possible to avoid undesired power generation by the accessory drive motor 14.

Although the accessory drive control device for an internal combustion engine according to the present invention has been described based on several embodiments of the present invention, the above embodiments of the present invention facilitate understanding of the present invention. The present invention is not intended to limit the present invention. The present invention can be modified and improved without departing from the spirit and scope of the claims, and it is needless to say that the present invention includes equivalents thereof.

In each of the above embodiments, the two transmission belts 13
Although the case where 1, 132 is mounted has been described,
The present invention is also applicable to a case where one transmission belt 132 is mounted as shown in FIG.

In each of the above embodiments, the transmission is an AT40.
However, a manual transmission or an automatic continuously variable transmission may be used instead of the AT 40. In any case, the idling stop control process can be executed and the AT
The same advantage as in the case of using 40 can be obtained.

In each of the above embodiments, the present invention has been described based on a vehicle having only the engine 10 as a power source of the vehicle. However, the present invention relates to a hybrid vehicle having the engine 10 and a vehicle driving motor as a driving source. May also be applied. Also in this case, the auxiliary machine 12 is driven by the auxiliary machine driving motor 14 during the idling stop control process, and the auxiliary machine 1 is driven by the engine 10 during the operation of the engine.
2 is driven, and if the electromagnetic clutch 15 has a disengageable abnormality, the auxiliary machine 12 cannot be driven.
Therefore, by applying the present invention, the auxiliary machine 12 can be continuously driven even when the electromagnetic clutch 15 cannot be engaged.

[Brief description of the drawings]

FIG. 1 is a block diagram illustrating a schematic configuration of a vehicle to which a first embodiment is applied.

FIG. 2 is a conceptual diagram showing an arrangement relationship between an engine, an auxiliary device, and an auxiliary device driving motor as viewed from a side on which a transmission belt used in the first embodiment is mounted.

FIG. 3 is an explanatory diagram illustrating a control system of the vehicle according to the first embodiment.

FIG. 4 is a state transition diagram showing a transition state of control processing during idling stop control processing.

FIG. 5 is a flowchart illustrating a processing routine that is executed in a control process of driving the accessory by the accessory driving motor when the electromagnetic clutch cannot be engaged.

FIG. 6 is a conceptual diagram showing an arrangement relationship between one transmission belt used in another embodiment, an engine, an accessory, and an accessory driving motor.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 10 ... Engine 11 ... Crankshaft 12 ... Auxiliary machine 14 ... Auxiliary machine drive motor 15 ... Multi-plate electromagnetic clutch 20 ... Torque converter 30 ... Ring gear 31 ... Starting motor 40 ... Automatic transmission (AT) 44 ... Hydraulic actuator 50 ... Drive shaft 51 ... Differential gear 52 ... Axle 53 ... Wheels 60 ... Control unit 70 ... Engine speed sensor 71 ... First motor speed sensor 72 ... Vehicle speed sensor 73 ... Shift position sensor 74 ... Accelerator opening sensor 75 ... Brake pedal Sensor 76 Instrument panel 77 Ignition switch 121 Water pump 122 Compressor for air conditioner 123 Pump for power steering 127 Rotation speed sensor 131 First transmission belt 132 Second transmission belt 200 Inverter 21 ... battery 610 ... idling stop ECU 620 ... engine ECU 630 ... accessory drive motor ECU 640 ... Transmission ECU

 ──────────────────────────────────────────────────の Continuing on the front page (72) Inventor Takanori Moriya 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation F-term (reference) 3G093 AA01 BA12 BA21 BA22 DA01 DB01 DB28 EA02 EB01 5H115 PC06 PG04 PG10 PI16 PI24 PI29 PI30 PU01 PU25 PV09 QA01 QE01 QE12 QN02 RE01 RE05 RE06 SE05 SE08 TB01 TE01 TE02 TI02 TO21 TO23 TO30 TR20 TZ07 UB05

Claims (12)

[Claims] 1. A vehicle having an idling stop function for stopping or starting operation of an internal combustion engine and an auxiliary driving motor for driving an auxiliary machine, comprising: an output shaft of the internal combustion engine; and an input of the auxiliary machine. A coupling mechanism that releasably couples a shaft and an output shaft of the electric motor; and a coupling state in which the coupling mechanism is coupled or released according to an operation state of the internal combustion engine and the coupling mechanism is coupled. By doing so, an auxiliary device control device that drives at least an auxiliary device by the internal combustion engine, an abnormality determination unit that determines an abnormality of the coupling mechanism, and an abnormality that cannot be coupled to the coupling mechanism by the abnormality determination unit occurs. And an abnormality-time auxiliary device control device that drives the auxiliary device by the electric motor regardless of an operation state of the internal combustion engine when it is determined that the auxiliary device is operating. 2. The vehicle according to claim 1, further comprising:
A vehicle including an internal combustion engine control unit that suppresses the output of the internal combustion engine when the abnormality determination unit determines that an unjoinable abnormality has occurred in the coupling mechanism. 3. The vehicle according to claim 2, wherein the operating state determining means is configured to perform the connection when the rotation speed of the internal combustion engine is higher than a predetermined rotation speed and the rotation speed of the electric motor is lower than the predetermined rotation speed. Vehicles that are determined to have an unjoinable abnormality in the joint mechanism. 4. The vehicle according to claim 1, wherein the operation state determination means determines that an abnormality has occurred in the joint mechanism. A vehicle provided with a notifying unit for notifying that the joint mechanism is abnormal. 5. An output shaft of an internal combustion engine, an input shaft of an auxiliary machine and an output shaft of an electric motor are connected or releasably connected via a connection mechanism, and the operation of the internal combustion engine is stopped or started. An auxiliary drive control device for a vehicle having an idling stop function to release or splice the splicing mechanism according to an operation state of the internal combustion engine, and to set the splicing mechanism to a spliced state at least. First accessory drive means for driving the accessory by the internal combustion engine; abnormality determining means for determining an abnormality of the splicing mechanism; and abnormality which cannot be spliced to the splicing mechanism by the abnormality determining means. And a second accessory drive means for driving the accessory by the electric motor regardless of the operating state of the internal combustion engine. 6. The accessory drive control device according to claim 5, further comprising: when the abnormality determining means determines that an unjoinable abnormality has occurred in the splicing mechanism. An auxiliary device drive control device including an internal combustion engine control means for suppressing the output of the internal combustion engine. 7. The accessory drive control device according to claim 6, wherein the abnormality determining means determines that the rotation speed of the internal combustion engine is higher than a predetermined rotation speed and the rotation speed of the electric motor is lower than the predetermined rotation speed. And an auxiliary device drive control device that determines that an abnormality that cannot be joined occurs in the joining mechanism. 8. The accessory drive control device according to claim 5, wherein the operation state determination means determines that an abnormality has occurred in the connection mechanism. An auxiliary device drive control device that includes a notification unit that notifies that an abnormality has occurred in the joining mechanism when the operation is performed. 9. An accessory drive control method for a vehicle having an idling stop function for stopping or starting operation of an internal combustion engine and having an accessory drive motor for driving the accessory, comprising: an output shaft of the internal combustion engine; Determining the operating state of the joining mechanism that joins or releasably connects the input shaft of the auxiliary machine and the output shaft of the electric motor, and when it is determined that the joining mechanism is operating normally, While the operation of the internal combustion engine is stopped, the joining mechanism is released and the auxiliary machine is driven by the electric motor, and while the internal combustion engine is operating, the joining mechanism is joined and the auxiliary mechanism is operated by the internal combustion engine. An auxiliary drive control method for driving the auxiliary machine by the electric motor even when the internal combustion engine is operating, when it is determined that an unoperable abnormality has occurred in the coupling mechanism. 10. The method according to claim 9, further comprising the step of suppressing the output of the internal combustion engine when it is determined that an unjoinable abnormality has occurred in the joining mechanism. 11. The method according to claim 10, wherein when the rotation speed of the internal combustion engine is higher than a predetermined rotation speed and the rotation speed of the electric motor is lower than the predetermined rotation speed, the motor cannot be connected to the connection mechanism. A method for determining that an abnormality has occurred. 12. The method according to claim 9, further comprising, if it is determined that an abnormality has occurred in the joining mechanism, the abnormality is detected in the joining mechanism. To notify that a problem has occurred.