JP2002155777A - Vehicle drive - Google Patents

Abstract

(57) [Summary] To prevent overheating in an internal combustion engine using a motor generator arranged outside a driving force transmission system to wheels, thereby ensuring a limp home. When an interlock mechanism becomes abnormal, the electromagnetic clutch is disconnected by executing a limp home control process (S2).
In step 10), the interlock between the motor generator (M / G) and the engine is prohibited, and the M / G is driven to switch to a state in which the accessories are rotated (S230, S240). Thus, the steering by the power steering and the cooling of the engine by the water pump can be continued. Since the interlock between the M / G and the engine is positively prohibited, the engine is not left in a state such as a half-clutch or the like, and the influence on other mechanisms due to frictional heat or the like is also prevented. The output of the engine is limited so that the vehicle speed SPD is 60 km / h or less (S
250), overheating of the engine can be prevented. This can solve the problem.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to the interlocking of a motor generator and an auxiliary device arranged outside a driving force transmission system from an internal combustion engine to wheels, and the interlocking of a motor generator and an internal combustion engine. The present invention relates to a vehicle drive device provided with a selection interlocking mechanism capable of selecting non-interlocking.

[0002]

2. Description of the Related Art Conventionally, a vehicle driving apparatus having a structure in which a motor generator is connected to an internal combustion engine via a power distribution mechanism (Japanese Patent Application Laid-Open Nos. 11-147424 and 9-32466).
No. 8) is known. In this prior art, a motor generator and auxiliary equipment such as a compressor for an air conditioner (air conditioner) and a pump for power steering are linked by a power distribution mechanism such as a pulley and a belt.
The power distribution mechanism is connected to a drive shaft of the internal combustion engine via a clutch.

[0003] In the prior art, with such a configuration, during normal driving, a clutch is connected and the output of the internal combustion engine causes the motor generator to generate power. And the economy running system (to improve fuel efficiency,
When the vehicle is stopped at an intersection, etc., the internal combustion engine is automatically stopped, and when the vehicle is started, the internal combustion engine is automatically started and the vehicle can be started automatically. The internal combustion engine is rotated and started by the output of the generator. During the period in which the operation of the internal combustion engine is automatically stopped in this economy running system (hereinafter, abbreviated as “eco-run system”), the clutch is disengaged, and the motor generator is driven without rotating the drive shaft of the internal combustion engine. By driving the auxiliary equipment, the power consumption of the motor generator is reduced to improve fuel efficiency.

[0004]

However, due to the above-mentioned eco-run system or other processing, the clutch for interlocking the motor generator and the internal combustion engine frequently repeats intermittent operation. Due to such frequent intermittent connection of the clutch, the clutch may be worn or the connection of the clutch may be abnormal.

[0005] In such a case, power generation by the motor generator, driving of auxiliary equipment at the time of automatic stop, starting / starting at the time of automatic start, and the like cannot be performed normally, which also hinders the operation of the internal combustion engine. May be Therefore, in such a case, in order to avoid a failure on the road, a limp home (a function to cover the abnormality by control when an abnormality occurs in the internal combustion engine or the like so that the vehicle can be driven to the nearest dealer or service factory) is executed. Must be able to run.

For example, in a series-parallel hybrid vehicle (JP-A-11-332009) in which a generator and a motor are arranged in a driving force transmission system from an internal combustion engine to wheels, the generator is provided between the generator and the motor. When an abnormality occurs in the clutch, the clutch is disconnected and the vehicle is fixed to the series hybrid system so that the vehicle can run.

[0007] However, the processing at the time of clutch abnormality applied to such a series-parallel hybrid vehicle cannot be applied to a vehicle using a motor generator as described above since the configuration is completely different. In other words, since the motor generator serves as both a generator and an electric motor, simply driving the clutch between the motor generator and the internal combustion engine separates the driving of the accessories from the motor generator and the driving of the internal combustion engine. It becomes a system. For this reason, a situation occurs in which the internal combustion engine is not sufficiently cooled, and overheating is caused, so that the internal combustion engine cannot be driven for a sufficiently long time.

The present invention is also applicable to an internal combustion engine using a motor generator disposed outside a driving force transmission system from an internal combustion engine to wheels, so that overheating is prevented and the internal combustion engine is driven for a sufficiently long time to secure a limp home. It is an object of the present invention to provide a vehicle drive device.

[0009]

The means for achieving the above object and the effects thereof will be described below. The vehicle drive device according to the first aspect interlocks the motor generator and the auxiliary equipment arranged outside the driving force transmission system from the internal combustion engine to the wheels, and selects interlocking or non-interlocking of the internal combustion engine with respect to the motor generator. A vehicle drive device provided with a selectable interlocking mechanism, wherein an abnormality detecting means for detecting an interlocking abnormality between the motor generator and the internal combustion engine,
When the abnormality detecting means detects an interlocking abnormality, the interlocking between the motor generator and the internal combustion engine by the selective interlocking mechanism is prohibited, and the motor generator is switched from the power generation state by the driving of the internal combustion engine to the motor generator itself. Abnormality processing means for switching to a driving state in which the accessories are rotated by the driving force.

When the abnormality detecting means detects the interlocking abnormality, the abnormal state processing means first inhibits the interlocking between the motor generator and the internal combustion engine by the selective interlocking mechanism.
The motor generator is switched from a power generation state by driving the internal combustion engine to a driving state in which accessories are rotated by the driving force of the motor generator itself. This makes it possible to drive the accessories without relying on the driving force of the internal combustion engine.
Therefore, even when the auxiliary equipment includes a power steering pump, the steering can be executed without any trouble. Further, even when the auxiliary equipment includes a water pump for cooling water, the internal combustion engine can be cooled.

Moreover, since the interlock between the motor generator and the internal combustion engine by the interlocking mechanism is positively prohibited, even if the interlocking mechanism is incompletely functioning, the interlocking state is incomplete. It is not left unattended, and the influence on other mechanisms due to frictional heat or the like is also prevented.

[0012] In this manner, the vehicle can be driven while the operation of the internal combustion engine is continued for a sufficiently long time, and the limp home can be made reliable. Here, the term “interlock” does not only mean that the components are directly connected to each other, but also includes a configuration that forms a unified rotation state by being indirectly connected via another mechanism. It is a thing.

According to a second aspect of the present invention, in the vehicle driving apparatus according to the first aspect, the abnormality processing means includes a motor generator by the selective interlocking mechanism when the abnormality detecting means detects an interlocking abnormality. Prohibits the interlock between the motor and the internal combustion engine, switches the motor generator from the power generation state by driving the internal combustion engine to the driving state in which the auxiliary equipment is rotated by the driving force of the motor generator itself, and limits the output of the internal combustion engine. It is characterized by.

As described above, the abnormality processing means further limits the output of the internal combustion engine when the abnormality detection means detects the interlocking abnormality. Since the water pump drive by the motor generator has a limitation in the cooling effect unlike the drive by the internal combustion engine, by limiting the output of the internal combustion engine, it is possible to prevent the internal combustion engine from having a high output, and to reduce the overheating of the internal combustion engine. Can be prevented.

[0015] In this manner, the vehicle can be run with the operation of the internal combustion engine continued for a sufficiently long time, and the limp home can be made more reliable. In the vehicle drive device according to the third aspect, in the configuration according to the second aspect,
The restriction of the output of the internal combustion engine by the abnormal time processing means is a process for adjusting the intake air amount or the fuel amount to the internal combustion engine so that the vehicle speed is equal to or lower than the internal combustion engine output suppression limit vehicle speed.

In this way, by limiting the vehicle speed and prohibiting running at high output, overheating of the internal combustion engine can be prevented. In the vehicle drive device according to claim 4, in the configuration according to any one of claims 1 to 3,
When the abnormal-time processing means functions, a power consumption suppressing means for stopping a mechanism which does not hinder vehicle running even when stopped in a mechanism that consumes power is provided.

As described above, the power consumption suppressing means stops the mechanism which does not hinder the running of the vehicle even when stopped, so that the power required for driving the motor generator can be saved and consumed by the motor generator. It is possible to use the charged amount of the battery for a long time. For this reason, the operation of the internal combustion engine is continued for a longer time,
The vehicle can run.

According to a fifth aspect of the present invention, in the configuration of the fourth aspect, the mechanism that does not hinder the running of the vehicle even when stopped is an air conditioner. When the abnormality processing means functions in this way, the power consumption suppressing means stops the air conditioner, so that the motor generator does not consume the energy for driving the air conditioner. It is possible to do.

According to a sixth aspect of the present invention, in the vehicle driving apparatus according to any one of the first to fifth aspects, a first battery for a motor generator and a second battery for a mechanism other than the motor generator are provided. When the generator is in the power generation state, charging power is supplied from the motor generator to both the first battery and the second battery, and when the motor generator is in the driving state, the first power is supplied to the first battery and the second battery.
The power supply path is configured so that the driving power supply from the battery to the motor generator and the charging power supply from the first battery to the second battery are performed, and when the abnormality processing unit functions, A charging control unit is provided for adjusting the supply of charging power from the first battery to the second battery.

In the relationship between the motor generator, the first battery, and the second battery having the power supply path configured as described above, the charge control means switches from the first battery to the second battery when the abnormality processing means functions. Is adjusting the charging power supply. By this adjustment, the amount of charge of the first battery for supplying power to the motor generator and the amount of charge of the second battery for another mechanism can be adjusted so that the internal combustion engine can be driven for a long time. For this reason, the operation of the internal combustion engine can be continued for a longer time, and the vehicle can be driven.

According to a seventh aspect of the present invention, in the vehicle driving device according to the sixth aspect, the charging control means stops supply of charging power from the first battery to the second battery. I do.

The charge control means may stop the supply of charging power from the first battery to the second battery, and can maintain the charge amount of the first battery for a long time, so that the motor generator can be driven for a long time.

In the vehicle driving device according to the eighth aspect, in the configuration according to the sixth aspect, the charging control means adjusts the supply of charging power from the first battery to the second battery, so that the second battery is charged. It is characterized by preventing complete discharge first.

As a result, even when the second battery is rapidly consumed, the power supply of the ignition system and the control system is maintained by the first battery, so that it is not necessary to stop the internal combustion engine early. In the vehicle drive device according to the ninth aspect, in the configuration according to the sixth aspect, the charge control unit adjusts a power supply for charging from the first battery to the second battery, thereby controlling the first battery and the second battery. And the time until complete discharge is approximated.

By approximating the time until complete discharge of the first battery and the second battery in this way, even if the amount of charge in the second battery is rapidly reduced, the power supplied from the first battery side can be used. Two-battery charging can be performed. Therefore, it is possible to drive not only the motor generator alone but also other mechanisms such as an ignition system and a control system driven by the second battery in parallel with the motor generator. Can be further ensured.

According to a tenth aspect of the present invention, in the vehicle driving device according to any one of the first to ninth aspects, the selection interlocking mechanism includes a rotation transmission mechanism for interlocking a motor generator and accessories and the rotation transmission mechanism. A clutch mechanism for switching whether the mechanism is interlocked with the internal combustion engine.

As described above, since the selection interlocking mechanism is provided with the above-described rotation transmitting mechanism and the clutch mechanism, when the clutch mechanism is turned off, the internal combustion engine and the motor generator are set in the non-interlocking state. be able to.

[0028] In the vehicle driving device according to the eleventh aspect, in the configuration according to any one of the first to tenth aspects, when the engine stop condition is satisfied, the internal combustion engine is automatically stopped and the motor generator and the internal combustion engine are not interlocked. And automatic stop / start means for automatically starting the internal combustion engine when the engine start condition is satisfied and for interlocking the motor generator and the internal combustion engine.

In the configuration having such automatic stop / start means, the selective interlocking mechanism frequently and repeatedly interlocks and non-interlocks between the motor generator and the internal combustion engine. For this reason, since the interlocking abnormality between the motor generator and the internal combustion engine is likely to occur, the above-described operation and effect becomes more remarkable.

[0030]

[First Embodiment] FIG. 1 is a system configuration diagram of an internal combustion engine for a vehicle to which the above-described invention is applied and a control device thereof. Here, a gasoline engine (hereinafter, referred to as “engine”) 2 is used as an internal combustion engine.

The output of the engine 2 is output from the crankshaft 2a of the engine 2 to the output shaft 6a via the torque converter 4 and the automatic transmission (hereinafter referred to as "A / T") 6. Is transmitted to the wheels. Apart from this, the output of the engine 2 is transmitted to the belt 14 via the pulley 10 connected to the crankshaft 2a. Then, the other pulleys 16 and 18 are rotated by the output transmitted by the belt 14. The pulley 10 is provided with an electromagnetic clutch 10a, which is turned on (connected) and turned off (disconnected) as necessary, and transmits and receives output between the pulley 10 and the crankshaft 2a.
Non-transmission can be switched.

Of the pulleys 16 and 18, the pulley 16 is connected to a rotating shaft of accessories 22 and can be driven by the torque transmitted from the belt 14. Auxiliary equipment 2
2 corresponds to, for example, a compressor for an air conditioner, a power steering pump, a water pump for cooling an engine, and the like. Although shown in FIG. 1 as one accessory 22, one or more of an air conditioner compressor, a power steering pump, an engine cooling water pump, and the like actually exist. And, by being provided with the respective pulleys, it is configured to rotate in conjunction with the belt 14. In the first embodiment, it is assumed that an air conditioner compressor, a power steering pump, and an engine cooling water pump are provided as the auxiliary devices 22.

A motor generator (hereinafter referred to as “M / G”) 26 is linked to the belt 14 by the pulley 18. The M / G 26 functions as a generator as required (hereinafter referred to as a “power generation mode” or a “regenerative mode”), so that the rotational force transmitted from the engine 2 or the wheels via the pulley 18 is converted to electric energy. Convert to Further, the M / G 26 functions as a motor as required (hereinafter referred to as a “drive mode”) so that the pulley 1
The engine 2 and the accessories 22 via the belt 8 and the belt 14
Rotate one or both.

Here, the M / G 26 is electrically connected to the inverter 28. When the M / G 26 is set to the power generation mode or the regenerative mode, the inverter 28 performs switching so that the M / G 26 operates as a high-voltage power supply (here, 36/36).
V) battery 30 and a low-voltage power supply (12 V) battery 34 via a DC / DC converter 32 to be charged with electric energy, and further to an ignition system, meters, ECUs and others. Switch to power.

When the M / G 26 is set to the drive mode,
The inverter 28 includes a high-voltage power supply battery 30 as a power source.
The M / G 26 is driven by supplying power to the M / G 26 from. As a result, the rotation of the accessories 22 when the engine is stopped, and the rotation of the crankshaft 2a as necessary at the time of automatic start, automatic stop, or start of the vehicle via the pulley 18 and the belt 14 are performed. In addition,
The inverter 28 can adjust the rotation speed of the M / G 26 by adjusting the supply of electric energy from the high-voltage power supply battery 30.

A starter 36 is provided for starting the engine at a cold start. The starter 36 is supplied with electric power from the low-voltage power supply battery 34, rotates the ring gear, and starts the engine 2.

The A / T 6 is provided with an electric hydraulic pump 38 supplied with electric power from the low-voltage power supply battery 34, and supplies hydraulic oil to a hydraulic control unit inside the A / T 6. This hydraulic oil adjusts the operating state of the clutch, brake and one-way clutch inside the A / T 6 by a control valve in the hydraulic control unit, and switches the shift state as necessary.

The above-described control such as the on / off switching of the electromagnetic clutch 10a, the mode control of the M / G 26 and the inverter 28, the control of the starter 36, and the control of the charged amount of the batteries 30, 34 are performed by the eco-run ECU 40. Also, the drive on / off of the auxiliary equipments 22 except the water pump, the drive control of the electric hydraulic pump 38, the shift control of the A / T 6, the fuel injection control by the fuel injection valve (intake port injection type or the in-cylinder injection type) 42, the electric motor The control of the opening of the throttle valve 46 by the control 44 and other engine controls are executed by the engine ECU 48. In addition, VSC (Vehicle Stability Control)-
By providing the ECU 50, the automatic control of the brake of each wheel is also executed.

The eco-run ECU 40 is provided with the M / G 26
The rotation speed sensor of the M / G 26 is detected from a rotation speed sensor built in the MPU, and the presence / absence of activation of the eco-run system by the driver and other data are detected from the eco-run switch.
In addition, the engine ECU 48 receives the engine coolant temperature THW from the water temperature sensor, the accelerator pedal depression state from the idle switch, the accelerator opening ACCP from the accelerator opening sensor, the steering angle θ from the steering angle sensor, the vehicle speed SPD from the vehicle speed sensor, The throttle opening TA from the throttle opening sensor, the shift position SHFT from the shift position sensor, the engine speed NE from the engine speed sensor, the on / off operation state from the air conditioner switch, and other data are detected for engine control and the like. .
The VSC-ECU 50 also detects the presence / absence of depression of a brake pedal from a brake switch and other data for braking control and the like.

The ECUs 40, 48, 50
Is mainly configured by a microcomputer, and a CPU executes necessary arithmetic processing according to a program written in an internal ROM, and executes various controls based on the arithmetic result. These arithmetic processing results and the data detected as described above are stored in the ECUs 40 and 4.
Data communication is possible between 8, 50, and it is possible to exchange data as necessary and execute control in conjunction with each other.

Next, control processing executed by the eco-run ECU 40 will be described. Although not particularly shown, the eco-run ECU 40 executes an automatic stop process to automatically stop the engine 2 when an automatic stop condition is satisfied, such as when the vehicle stops at an intersection at a traffic light. are doing. When the engine 2 is automatically stopped, the electromagnetic clutch 10a is disconnected and the M / G 26 is driven in response to a request for driving the air conditioner or a request for driving the power steering, thereby rotating the air conditioner compressor or the power steering pump. If the automatic start condition is satisfied during the automatic stop, an automatic start process is executed to connect the electromagnetic clutch 10a and to execute the M / G
The vehicle is started by driving the motor 26 and the engine 2 is automatically started.

FIG. 2 is a flow chart showing the control process when the interlock mechanism is abnormal, which is executed by the eco-run ECU 40. This process is a process repeatedly executed in a short period. Steps in the flowchart corresponding to each processing content are represented by “SＳ”.

When the interlocking mechanism abnormality control process is started,
It is determined whether a limp home control process described later is not being executed (S110). If the limp home control process is being executed ("NO" in S110), the process is once ended as it is. If the limp home control process is not being executed (“YES” in S110), it is determined whether the M / G 26 is in the power generation mode or the regenerative mode (S120). The power generation mode is one of the power generation states as described above, and the M / G 26 is rotated by the output of the engine 2 via the pulley 10, the belt 14, and the pulley 18 when the electromagnetic clutch 10a is in the connected state during normal running. This shows a state in which power is being generated. Also, the regenerative mode is one of the power generation states.
M / G by the rotational force transmitted from the wheels to the crankshaft 2a
26 shows a state in which the M / G 26 recovers the traveling energy of the vehicle as electric energy.

If the mode is neither the power generation mode nor the regeneration mode ("NO" in S120), the present process is temporarily terminated. If it is the power generation mode or the regeneration mode (S120
Then, it is determined whether or not the electromagnetic clutch 10a has just been turned on (S130). Electromagnetic clutch 10
Immediately after turning on a ("NO" in S130), the electromagnetic clutch 10a may not be in a completely connected state, and thus this process is temporarily terminated.

On the other hand, if it is not immediately after the electromagnetic clutch 10a is turned on ("YES" in S130), the engine ECU
The engine speed NE detected on the 48 side is read into a work area provided in the RAM of the eco-run ECU 40 (S140). Next, the rotational speed NMG of the M / G 26 is read into a work area provided in the RAM of the eco-run ECU 40 (S150). Then, it is determined whether or not the relationship is established as in the following Expression 1 (S160).

[0046]

NMG <Rd × NE−α (Equation 1) Here, Rd represents a pulley ratio between the pulleys 10 and 18. That is, if the interlocking mechanism including the pulleys 10 and 18 and the belt 14 is not slipping, “NMG =
Rd × NE ”. The above equation 1 indicates that the crankshaft 2
The rotation of the M / G 26 receiving the rotational force from the a side is Rd × N
This indicates that the rotation speed is smaller than E and that the difference in the number of rotations indicating the degree of the reduction is larger than the value α. The value α is set to an appropriate value, but may be “0”.

If the relationship of Equation 1 is not satisfied (S1
("NO" at 60), since it is found that the electromagnetic clutch 10a controlled to the connected state is not slipping,
This process is once ended as it is.

If the relationship of Equation 1 is satisfied (S160)
"YES"), it is determined that the electromagnetic clutch 10a is slipping in spite of being controlled to the connected state, so that the control processing of the M / G 26 performed in the next normal state is stopped. (S170). That is, the power generation mode performed during normal traveling and the regeneration mode performed during deceleration are stopped.

Next, a warning is displayed (S180). That is, an abnormality warning is displayed on a display provided on a dashboard or the like, and a warning lamp is lit to notify the driver of the occurrence of the abnormality. Next, the DC / DC converter 32 is turned off (S190). This prevents power from being supplied from the high-voltage power supply battery 30 to the low-voltage power supply battery 34 side.

Then, execution of the limp home control process shown in FIG. 3 is set (S200). Thus, the present process is once ended. When step S200 is executed, the limp home control process is being executed in the next control cycle ("NO" in S110), and therefore, no substantial process is performed in the interlock mechanism abnormality control process.

Next, the limp home control process will be described with reference to the flowchart of FIG. Step S
By executing 200, this processing is repeatedly executed in a short period. First, the electromagnetic clutch 10a is turned off (S210). Thereby, the electromagnetic clutch 10a in the slip state is completely turned off.

Next, the air conditioner is turned off (S22).
0). This includes keeping the air conditioner off if it is already off. As a result, it is possible to eliminate the load on the air conditioner compressor that is generated when the air conditioner is on.

Next, the M / G 26 is set to the drive mode (S2
30), the output of the M / G 26 is controlled (S240). This drives the accessories 22, that is, the power steering pump and the engine cooling water pump.
At this time, the number of rotations is set to M / G so as to be at the idle rotation level.
26 is performed. However, the load of the power steering pump is applied to the M / G 26 only when the steering operation is being performed. The engine cooling water pump is always loaded by the M / G 26.

Next, a request for engine output restriction control is output to engine ECU 48 (S250). Thus, the present process is once ended. When there is a request for the engine output restriction control from the eco-run ECU 40, the engine ECU 48 stops the normal opening control of the throttle valve 46 and executes the engine output restriction control process shown in FIG. This processing is repeatedly executed in a short time cycle. When the engine output restriction control process is started, first, the actual throttle opening TA detected by the throttle opening sensor is read into a work area provided in the RAM of the engine ECU 48 (S310). Next, as in the normal case,
Accelerator opening ACC, which is the amount of depression of the accelerator pedal
The target throttle opening TAt is calculated from the map based on P (S320). Next, the current operating state, for example, A /
Based on the shift position SHFT at T6, the vehicle speed SPD, and the like, a limit vehicle speed throttle opening TA60 at which the vehicle speed SPD stabilizes at 60 km / h (corresponding to an internal combustion engine output suppression limit vehicle speed) is calculated from a map (S330). And
When the target throttle opening TAt is the limit vehicle speed throttle opening T
It is determined whether it is larger than A60 (S340).

If TAt ≦ TA60 (“NO” in S 340), the present process ends. That is, the value obtained in step S320 is set as the target throttle opening TAt.

On the other hand, if TAt> TA60 (S34)
It is determined whether the actual throttle opening TA is greater than the limit vehicle speed throttle opening TA60 (S350). If TA> TA60 (S35
0 and “YES”), the target throttle opening TAt is calculated by the following equation (2).
(S360), and the process is temporarily terminated.

[0057]

[Formula 2] TAt ← TAt−dTA (Equation 2) The gradually decreasing correction amount dTA is a value for gradually reducing the target throttle opening TAt.

If TA.ltoreq.TA60 ("NO" in S350), the target throttle opening TAt is set to the limit vehicle speed throttle opening TA60 (S370), and the process is terminated once.

As a result, the engine 2 operates at the vehicle speed SPD.
Is prevented from exceeding 60 km / h. If the vehicle speed SPD has already exceeded 60 km / h, the vehicle speed SPD is gradually reduced to 60 km / h.

The timing chart of FIG. 5 shows a case where it is determined that the interlocking mechanism has become abnormal at time t1. At this time, the electromagnetic clutch 10a is off, the air conditioner is off, the M / G 26 is in the drive mode, The DC / DC converter 32 is switched off. And the vehicle speed S
The PD is gradually decelerated from a high speed (for example, 80 km / h) to 60 km / h by the engine output restriction control process (FIG. 4).

In the configuration described above, pulleys 16 and 18
And the belt 14 are connected to the rotation transmitting mechanism by the electromagnetic clutch 10a.
And the pulley 10 corresponds to a clutch mechanism. Steps S120 to S160 of the interlocking mechanism abnormality control processing (FIG. 2) are performed as processing as abnormality detecting means, step S190 is processed as charging control means, and steps S210 and S230 to S250 of limp home control processing (FIG. 3). In addition, the engine output restriction control process (FIG. 4) is replaced with the process as the abnormal time processing means, and the step S of the limp home control process (FIG. 3).
Reference numeral 220 corresponds to a process as a power consumption suppressing unit.

According to the first embodiment described above, the following effects can be obtained. (I). If an abnormality of the interlocking mechanism is detected in the interlocking mechanism abnormality control process (FIG. 2) (“YES” in S160), the limp home control process (FIG. 3) is executed to disconnect the electromagnetic clutch 10a. M / G2 in (S210)
6 and the engine 2 are prohibited. And M
/ G26 from the power generation state by driving the engine 2 to M / G
The driving state is switched to the driving state in which the accessories 22 are rotated by the driving force of the self 26 (S230, S240). As a result, the accessories 22 can be driven without depending on the driving force of the engine 2. Therefore, the power steering pump included in the accessories 22 can continue to function and execute steering without any trouble. Auxiliary equipment 22
Includes a water pump for cooling water, so that the engine 2 can be continuously cooled.

Further, since the interlock between the M / G 26 and the engine 2 is positively prohibited in the process of step S210, even if the electromagnetic clutch 10a is incompletely functioning, the half clutch or the like is not used. Is not left in an incomplete connection state, and the influence on other mechanisms due to frictional heat or the like is also prevented.

In the drive of the water pump by the M / G 26, unlike the drive of the water pump by the engine 2, the cooling effect is limited.
The CU 48 outputs the output of the engine 2 and the vehicle speed SPD is 60 k.
By limiting the output to m / h or less, the engine 2 is prevented from having a high output. Therefore, overheating of the engine 2 can be prevented.

In this manner, the vehicle can be driven with the operation of the engine 2 continued for a sufficiently long time, and the limp home can be made reliable. (B). In the limp home control process (FIG. 3), the power required for the rotation of the M / G 26 can be saved by stopping the air conditioner, which is a mechanism that does not hinder the running of the vehicle even when stopped. Therefore, it is possible to use the power storage amount of the high-voltage power supply battery 30 consumed by the M / G 26 for a long period of time. Therefore, the operation of the engine 2 can be continued for a longer time, and the limp home can be reliably performed.

(C). The eco-run ECU 40 executes the automatic stop / start processing (corresponding to the automatic stop / start means) as described above. In vehicles that perform such processing,
Interlocking and non-interlocking between the M / G 26 and the engine 2 are frequently repeated. For this reason, since the interlocking abnormality between the M / G 26 and the engine 2 is likely to occur due to the wear of the electromagnetic clutch 10a and the like, the above-described operation and effect becomes more remarkable.

(D). Under normal conditions, the high-voltage power supply battery 30 is charged by power supplied from the M / G 26 and
In order to cope with both of the power supply by discharging to the / G26 side, the eco-run ECU 40 sets an intermediate power storage state, for example, a state of a power storage rate of 50%. On the other hand, the low-voltage power supply battery 34 is always set to the state of the storage rate of 100%.

In the execution of the limp home, the M / G 26 is driven, so that the M / G 26 must be driven only by the electric energy of the high-voltage power supply battery 30 to rotate the accessories 22. For this reason, as in the normal state, if the process for always keeping the low-voltage power supply battery 34 from the high-voltage power supply battery 30 via the DC / DC converter 32 to the storage rate of 100% is continued, the storage amount of the high-voltage power supply battery 30 May decrease early and the mileage from limp homes may be reduced. Therefore, step S190
To turn off the DC / DC converter 32 so that the power of the high-voltage power supply battery 30 is not used for charging the low-voltage power supply battery 34.

As a result, the operation of the engine 2 can be continued for a longer time, and the limp home can be reliably performed. [Embodiment 2] In the present embodiment 2, instead of the process of step S190 executed when "YES" is determined in step S160 of the interlocking mechanism abnormality control process (FIG. 2), FIG. Is different from the configuration of the first embodiment in that the limp home power storage rate control process shown in FIG. The other configuration is the same as that of the first embodiment unless otherwise described.

The power-storage-ratio control process during limp home is a process that is repeatedly executed in a short cycle. Step S1
When the process is started by determining “YES” in 60, first, the storage amount S of the high-voltage power supply battery 30
The OC1 and the state of charge SOC2 of the low-voltage power supply battery 34 are read into a work area provided in the RAM of the eco-run ECU 40 (S410). These storage amounts SOC1, SOC2
Is a value that is always calculated by the eco-run ECU 40 based on the detected value of the current flowing when each of the batteries 30 and 34 is charged and discharged, the charging efficiency, and the like.

Then, as shown in the following equations (3) and (4), the power storage rate RSOC1 of the high-voltage power supply battery 30 and the power storage rate RSOC2 of the low-voltage power supply battery 34 are calculated (S42).
0).

[0072]

[Formula 3] RSOC1 ← 100 × SOC1 / FSOC1 [Formula 3] RSOC2 ← 100 × SOC2 / FSOC2 [Formula 4] Here, FSOC1 is the maximum charge amount of the high voltage power supply battery 30, and FSOC2 is the low voltage power supply battery 34. Is a fixed value that is known in advance.

Next, the storage rate R of the high-voltage power supply battery 30
SOC1 is the storage rate RSOC of the low-voltage power supply battery 34.
It is determined whether it is larger than 2 (S430). RS
If OC1> RSOC2 (“YE in S430”)
S "), the DC / DC converter 32 is controlled to be turned on (S440), and the present process is ended once.

On the other hand, if RSOC1> RSOC2 is not satisfied (“NO” in S430), that is, RSOC1 ≦ RSOC2
If it is OC2, the DC / DC converter 32 is controlled to be in the off state (S450), and the present process is ended once.

When such processing is repeated at the time of limp home, the state of charge SOC2 on the low-voltage power supply battery 34 decreases rapidly and becomes smaller than the storage rate RSOC1 of the high-voltage power supply battery 30 (S430). Is "YES"), the DC / DC converter 32 is turned on. As a result, power is supplied from the high-voltage power supply battery 30 to the low-voltage power supply battery 34 to prevent the low-voltage power supply battery 34 from being completely discharged first, thereby preventing the engine 2 from being stopped early.

In the configuration described above, the power storage rate control processing at the time of limp home (FIG. 6) corresponds to the processing as charging control means. According to the second embodiment described above, the following effects can be obtained.

(A). Embodiment 1 (A)-
The effect of (c) is produced. (B). When the state of charge SOC2 of the low-voltage power supply battery 34 rapidly decreases during an abnormality, the low-voltage power supply battery 34 is supplied with power from the high-voltage power supply battery 30 side.
Is charging. For this reason, the low voltage power supply battery 3
The mechanism such as the ignition system, the fuel injection system, and the control system driven by the engine 4 does not stop first, and the early stop of the engine 2 can be prevented.

[Other Embodiments] In the first and second embodiments, when an abnormality occurs, the output of the engine 2 may be limited directly without limiting the traveling speed. Further, the output may not be limited by the throttle valve 46 but may be limited by the fuel injection amount.

In the second embodiment, the low-voltage power supply battery 34 is adjusted so as not to be completely discharged first by the limp-home power storage rate control process (FIG. 6). By mutually supplying power between the battery 30 and the low-voltage power supply battery 34, the batteries 30 and 34 may be completely discharged simultaneously. This makes it possible to drive the ignition system, the fuel injection system, the control system, and the like, and the M / G 26 in parallel for a long time, and to further reliably operate the internal combustion engine for a long time.

[Brief description of the drawings]

FIG. 1 is a system configuration diagram of a vehicle internal combustion engine and a control device thereof according to a first embodiment.

FIG. 2 is a flowchart of an interlock mechanism abnormality control process executed by the eco-run ECU of the first embodiment.

FIG. 3 is a flowchart of a limp home control process.

FIG. 4 is a flowchart of an engine output restriction control process executed by the engine ECU according to the first embodiment.

FIG. 5 is a timing chart showing the operation of each component in the first embodiment.

FIG. 6 is a flowchart of a limp home power storage rate control process executed by an eco-run ECU in a second embodiment.

[Explanation of symbols]

2 engine, 2a crankshaft, 4 torque converter, 6 A / T, 6a output shaft, 10 pulley, 10a
... Electromagnetic clutch, 14 ... Belt, 16, 18 ... Pulley,
22 ... accessories, 26 ... M / G, 28 ... inverter, 30
... Battery for high-voltage power supply, 32 ... DC / DC converter, 34 ... Battery for low-voltage power supply, 36 ... Starter, 38
... Electric hydraulic pump, 40 ... Eco-run ECU, 42 ... Fuel injection valve, 44 ... Electric motor, 46 ... Throttle valve,
48: engine ECU, 50: VSC-ECU.

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI theme coat ゛ (Reference) F02D 29/04 F02D 29/04 BF term (Reference) 3G092 AA01 AC03 BB01 DG07 EA11 EA14 EA26 EA27 FB03 FB05 HA06Z HE08Z HF01X HF04Z HF08Z HF12Z HF15Z HF21Z HF26Z 3G093 AA05 AA16 BA04 BA12 BA17 CA12 DA05 DA06 DB05 DB11 DB15 DB25 DB26 EA05 EB09 EC01

Claims (11)

[Claims] A selection interlocking mechanism that interlocks a motor generator and an auxiliary device arranged outside a driving force transmission system from an internal combustion engine to wheels and that can select between interlocking and non-interlocking of the internal combustion engine with respect to the motor generator. A vehicle drive device comprising: an abnormality detecting unit that detects an interlocking abnormality between the motor generator and the internal combustion engine; and a motor that is driven by the selection interlocking mechanism when the interlocking abnormality is detected by the abnormality detecting unit. Abnormal state processing means for prohibiting interlocking between the generator and the internal combustion engine and switching the motor generator from a power generation state by driving the internal combustion engine to a driving state in which the auxiliary equipment is rotated by the driving force of the motor generator itself. A vehicle drive device characterized in that: 2. The structure according to claim 1, wherein said abnormality processing means is configured to interlock the motor generator and the internal combustion engine by the selective interlock mechanism when the abnormality detecting means detects an interlocking abnormality. A vehicle drive device which switches the motor generator from a power generation state by driving the internal combustion engine to a driving state in which the auxiliary equipment is rotated by the driving force of the motor generator itself, and limits the output of the internal combustion engine. 3. An internal combustion engine according to claim 2, wherein said abnormal condition processing means restricts the output of the internal combustion engine by adjusting the intake amount or fuel amount to the internal combustion engine so that the vehicle speed is equal to or less than a limit vehicle speed for suppressing the internal combustion engine output. A vehicle drive device characterized by processing. 4. A mechanism according to any one of claims 1 to 3, wherein when the abnormality processing means functions, a mechanism which does not hinder vehicle running even when stopped within a mechanism that consumes power. A vehicle drive device comprising a power consumption suppressing unit that stops. 5. The vehicle drive device according to claim 4, wherein the mechanism that does not hinder vehicle running even when stopped is an air conditioner. 6. A configuration according to claim 1, further comprising a first battery for the motor generator and a second battery for a mechanism other than the motor generator, wherein the motor generator is in a power generating state. Power is supplied from the motor generator to both the first battery and the second battery, and when the motor generator is in a driving state, driving power is supplied from the first battery to the motor generator and the first battery is supplied to the second battery. The power supply path is configured to supply the charging power to the second battery, and when the abnormality processing unit functions, the charging power supply from the first battery to the second battery is adjusted. A vehicle drive device comprising charge control means. 7. A vehicle driving apparatus according to claim 6, wherein said charging control means stops the supply of charging power from said first battery to said second battery. 8. The configuration according to claim 6, wherein the charging control means adjusts the charging power supply from the first battery to the second battery to prevent the second battery from being completely discharged first. A vehicle drive device characterized in that: 9. The configuration according to claim 6, wherein the charging control means adjusts the power supply for charging from the first battery to the second battery until the first battery and the second battery are completely discharged. A vehicle drive device that approximates the time of the vehicle. 10. The configuration according to claim 1, wherein said selection interlocking mechanism is a rotation transmission mechanism for interlocking a motor generator and accessories, and whether or not said rotation transmission mechanism is interlocked with an internal combustion engine. And a clutch mechanism for switching between the two. 11. An engine according to claim 1, wherein when the engine stop condition is satisfied, the internal combustion engine is automatically stopped and the motor generator and the internal combustion engine are not interlocked, and the engine start condition is satisfied. A vehicle drive system comprising automatic stop and start means for automatically starting an internal combustion engine and interlocking a motor generator and the internal combustion engine in such a case.