JP3736310B2 - Powertrain control device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a power train control device provided with a plurality of driving force sources and for coping with a case where any of the driving force sources fails.
[0002]
[Prior art]
Conventionally, hybrid vehicles equipped with different types of driving force sources such as an engine and an electric motor are known. In this hybrid vehicle, it is possible to reduce exhaust gas, improve fuel consumption, reduce noise, and the like by controlling driving and stopping of the engine and electric motor based on the running state of the vehicle. An example of a drive control device for a hybrid vehicle equipped with an engine and an electric motor is described in Japanese Patent Laid-Open No. 10-196427.
[0003]
The hybrid vehicle described in this publication is equipped with an engine and a motor / generator as driving force sources. A first clutch is provided in the power transmission path from the engine to the transmission, and a second clutch is provided in the power transmission path from the motor / generator to the transmission. Further, a battery is connected to the motor / generator via an inverter. When both the engine and the motor / generator are normal, the engagement / release of the first clutch and the second clutch is controlled based on a predetermined normal control mode, and the engine Alternatively, the vehicle is driven by at least one power of the motor / generator.
[0004]
On the other hand, when at least one of the engine and the motor / generator fails, a failure control mode different from the normal control mode is selected. Specifically, it is determined whether or not the engine is operating normally from the fuel injection amount, the throttle valve opening, the engine speed, etc., and the control mode is switched between the normal control mode and the failure control mode. . For example, if it is determined that the engine is not operating normally and the control mode for failure is selected, the first clutch is released, and the power transmission path from the engine to the transmission is cut off. The second clutch is engaged, and the vehicle runs using the motor / generator as a power source. By such control, it is supposed that fluctuations in drive torque due to engine failure can be suppressed.
[0005]
[Problems to be solved by the invention]
By the way, in the hybrid vehicle as described above, when one of the driving force sources breaks down, so-called retreat traveling is performed in which the vehicle travels only by the other driving force source. When such retreat travel is performed, the longer the travelable distance by the other driving force source, the easier it is to move the vehicle to the location intended by the driver. However, in the above publication, there is no recognition of the problem of extending the distance traveled by the motor / generator when the engine fails, and there is room for improvement in this respect.
[0006]
The present invention has been made against the background of the above circumstances, and provides a power train control device that can increase the travel distance of a vehicle by the other driving force source when one driving force source fails. It is aimed.
[0007]
[Means for Solving the Problem and Action]
  In order to achieve the above object, the invention of claim 1 comprises a motor / generator and an engine supplied with fuel from a fuel system as a driving force source, and the crankshaft of the engine is connected to a power transmission shaft via a clutch. In connected powertrain control equipment, Another motor generator driven by the engine is provided,Means for judging abnormality of the fuel system, and means for transmitting the power of the motor / generator to the wheels and releasing the clutch when the abnormality of the fuel system is judgedWhen the abnormality of the fuel system is determined, the other motor / generator functions as a generator by the rotational force of the engine, and the engine speed is reduced by the regenerative braking force of the other motor / generator. Means to makeIt is characterized by having.
[0008]
  According to the invention of claim 1When an abnormality occurs in the fuel system, the clutch is released, so that the engine is cut off from the power transmission shaft, and the power is transmitted from the motor / generator to the wheels, so that the engine is prevented from being dragged. Unnecessary consumption of electric power can be suppressed, and the distance traveled by the motor / generator can be increased.
[0010]
Further, in claim 1According to the present invention, the engine speed can be quickly reduced by the regenerative braking force of another motor / generator, so that a sense of incongruity can be suppressed, a water hammer phenomenon in the engine can be prevented, and a vehicle using a motor / generator can be prevented. The travel distance can be increased.
[0016]
DETAILED DESCRIPTION OF THE INVENTION
Next, the present invention will be described based on a specific example shown in the drawings. FIG. 2 is a conceptual diagram showing the configuration (that is, power train) of the vehicle according to the first embodiment to which the control of the present invention can be applied. The vehicle shown in FIG. 2 is a so-called hybrid vehicle having an engine 1 and a motor / generator 2 as driving force sources. The engine 1 is a device that converts thermal energy from combustion of fuel into mechanical energy and outputs this as power (in other words, torque). The engine 1 is an internal combustion engine such as a gasoline engine, a diesel engine, or an LPG. An engine or the like can be employed. Hereinafter, in this embodiment, a case where a gasoline engine is used as the engine 1 for convenience will be described. The engine 1 has a known structure including an intake device 30, a fuel supply device 31, an ignition device 32, an exhaust device 33, and the like.
[0017]
  The intake device 30 includes an intake manifold 35 connected to the combustion chamber 34, an electronic throttle valve 36 provided in the intake manifold 35, an actuator 37 that controls the electronic throttle valve 36, and a passage between the combustion chamber 34 and the intake manifold 35. And an intake valve 34A for opening and closing. The ignition device 3 includes an igniter 37A and a spark plug 38. The fuel supply device 31The fuelA fuel tank 39 to be stored, a fuel pump 40 for pumping fuel from the fuel tank 39, and an injector 41 for injecting fuel pumped up by the fuel pump 40 to the intake manifold 35 side are provided. That is, the fuel pump 40 and the injector 41 are arranged in series in the fuel supply path from the fuel tank 39 to the intake manifold 35. In FIG. 2, the fuel pump 40 is configured to be driven by an electric motor 40A.
[0018]
The exhaust device 33 includes an exhaust pipe 42 connected to the combustion chamber 34, an exhaust valve 34B that opens and closes a passage between the combustion chamber 34 and the exhaust pipe 42, and an oxygen concentration sensor provided in the exhaust pipe 42. 42A. Inside the cylinder 43 of the engine 1, a piston 44 is disposed so as to be able to reciprocate, and a combustion chamber 34 is formed above the piston 44. The piston 44 and the crankshaft 7 are connected to each other by a connecting rod 45.
[0019]
On the other hand, a power transmission shaft 9 is connected to one end side of the crankshaft 7 via a clutch 8. As the clutch 8, a friction clutch, a fluid clutch, an electromagnetic clutch, or the like can be used. When a fluid clutch is used as the clutch 8, a torque converter having a function of amplifying torque transmitted from the input side member to the output side member, and a power transmission state between the input side member and the output side member are set. A lockup clutch that is engaged and released for switching is provided.
[0020]
The motor / generator 2 has a function as an electric motor that converts electric energy (electric power) into mechanical energy and outputs it, and a function as a generator that converts mechanical energy into electric energy. For example, a fixed permanent magnet type synchronous motor can be used as the motor / generator 2. That is, when the engine 1 and the motor / generator 2 are compared, the principle of power generation is different. The rotor (not shown) of the motor / generator 2 and the power transmission shaft 9 are connected.
[0021]
The end of the power transmission shaft 9 opposite to the clutch 8 is connected to the input shaft 10 </ b> B of the transmission 10. The transmission 10 is an automatic transmission that can automatically control the gear ratio. This automatic transmission may be either a stepped transmission or a continuously variable transmission. Wheels 11 are connected to the output shaft 10C side of the transmission 10 via a final reduction gear 10A.
[0022]
On the other hand, a motor / generator 12 capable of transmitting power to the crankshaft 7 is provided. The motor / generator 12 has a function as an electric motor that outputs torque when electric power is supplied, and a mechanism as a generator. The motor / generator 12 is, for example, a fixed permanent magnet type synchronous motor. Can be used. The main shaft 12 </ b> A of the motor / generator 12 and the crankshaft 7 are connected by a winding transmission device 50.
[0023]
A battery 15 is connected to the motor generators 2 and 12 via inverters 13 and 14, respectively. The battery 15 is connected to an auxiliary battery 49 </ b> A via a DCDC converter 49. Then, the voltage of the battery 15 is lowered by the DCDC converter 49 and charged to the auxiliary battery 49A. Further, the electric power of the auxiliary battery 49A is configured to be supplied to the electric motor 40A. The actuator 37, the igniter 37A, and the spark plug 38 are configured to be driven by the power of the auxiliary battery 49A.
[0024]
Further, an electronic control unit (ECU) 16 is connected to the inverters 13 and 14 and the battery 15. The electronic control unit 16 is composed of a central processing unit (CPU or MPU), a storage unit (RAM and ROM), and a microcomputer mainly having an input / output interface. The electronic control unit 16 includes a signal from the engine speed sensor 17, a signal from the coolant temperature sensor 18, a signal from the ignition switch 19, a signal from the intake air amount sensor 20, and a state of charge (SOC) of the batteries 15 and 49A. ), An air conditioner switch 21 signal, a shift position sensor 22 signal, a foot brake switch 23 signal, an accelerator opening sensor 24 signal, and a throttle opening sensor 25 signal for detecting the opening of the electronic throttle valve 36. The signal of the input speed sensor 26 of the transmission 10, the signal of the output speed sensor 27 of the transmission 10, the signal of the oxygen concentration sensor 42A, the signal of the fuel pump sensor 46 for detecting the failure (or abnormality) of the fuel pump 40. The remaining amount detection sensor for detecting the remaining amount of fuel in the fuel tank 39 47, a signal of the injector sensor 48 that detects a failure (or abnormality) of the injector 41, a signal of the intake device failure detection sensor 54 that detects a failure of the intake device 30, and an ignition device failure detection that detects a failure of the ignition device 32 A signal from the sensor 55 is input. A vehicle speed is calculated based on a signal from the output rotation speed sensor 27.
[0025]
On the other hand, the electronic control device 16 controls the motor generators 2 and 12 via the signal for controlling the ignition device 32, the signal for controlling the fuel supply device 31, the signal for controlling the actuator 37, and the inverters 13 and 14. A signal to the actuator 28 that controls engagement / release of the clutch 8, a signal to the hydraulic control device 29 that controls the transmission ratio of the transmission 10, and the like.
[0027]
In the hybrid vehicle having the above configuration, the entire vehicle is controlled based on a signal input to the electronic control device 16 and data stored in advance in the electronic control device 16. For example, when an engine start request is detected by the ignition switch 19, the motor / generator 12 is driven and the engine 1 is initially rotated, and fuel injection control by the fuel supply device 31 and ignition control by the ignition device 32 are performed. The engine 1 rotates autonomously.
[0028]
Here, the fuel supply path in the fuel supply device 31 will be described. First, the fuel in the fuel tank 39 is pumped up by the fuel pump 40, and this fuel is injected into the intake manifold 35 by the injector 41, so that air and fuel Are mixed, and the mixture is supplied to the combustion chamber 34. Then, the known intake stroke, compression stroke, expansion (explosion) stroke, and exhaust stroke are repeated, and the engine 1 rotates autonomously.
[0029]
Further, the electronic control unit 16 is provided with a driving force source control map. When the vehicle system is normal, the electronic controller 16 drives and drives the engine 1 and the motor / generator 2 based on the driving force source control map. Stop is controlled. In this driving force source control map, an engine driving region and a motor / generator driving region are set based on the accelerator opening and the vehicle speed. In the motor / generator drive region, the motor / generator 2 is basically driven and the engine 1 is stopped.
[0030]
In contrast, in the engine drive region, the engine 1 is basically driven and the motor / generator 2 is stopped. For example, in a low load region where engine efficiency is poor, the engine 1 is stopped and the motor / generator 2 is driven. In the engine drive region, the engine torque deficiency with respect to the required output can be supplemented by the torque of the motor / generator 2. In the power train of FIG. 2, since the transmission 10 is arranged in the power transmission path from the motor / generator 2 to the wheels 11, the power of the motor / generator 2 is transmitted to the wheels 11 via the transmission 10. Communicated.
[0031]
Further, when the vehicle is traveling, a required output for the engine is calculated based on the vehicle speed and the accelerator opening, and the engine speed is obtained from an optimum fuel consumption line (not shown). On the other hand, the engine output is controlled by controlling the intake air amount, the fuel injection amount, the ignition timing, etc., and the engine speed is controlled by controlling the gear ratio of the transmission 10. Here, the target fuel injection amount is calculated based on conditions such as the intake air amount, the engine speed, and the target air-fuel ratio, for example. The target air-fuel ratio is calculated based on conditions such as a signal from the oxygen concentration sensor 42A, a required output, and economic efficiency. Then, the injector 41 is controlled so that the actual fuel injected from the injector 41 approaches the target fuel injection amount.
[0032]
On the other hand, when the vehicle is running with the power of the engine 1 and the charge amount of the battery 15 is insufficient, a part of the power of the engine 1 is transmitted to the motor / generator 2, and the motor / generator 2. Can function as a generator, and the battery 15 can be charged with the electric power. Further, when the vehicle decelerates (in other words, during repulsive driving), the power of the wheels 11 is transmitted to the motor / generator 2 and the motor / generator 2 functions as a generator, and the battery 15 is charged with the electric power. Thus, a regenerative braking force can be generated.
[0033]
When the above various controls are performed in a normal state of the vehicle system, when the engine torque is transmitted to the wheel 11, the clutch 8 is engaged, and the motor / generator 2 is driven alone, and the torque is applied to the wheel 11. The clutch 8 can be released. Further, during regenerative braking by the motor / generator 2, the clutch 8 can be released, and the power generation efficiency of the motor / generator 2 can be increased.
[0034]
Next, in the power train shown in FIG. 2, when an abnormality (or failure) occurs in the output control device of the engine 1, a control example for dealing with this abnormality will be described based on the flowchart of FIG. Examples of the output control device of the engine 1 include a fuel supply device 31, an intake device 30, and an ignition device 32. Here, for the sake of convenience, a description will be given for a failure of the fuel supply device 31. When the fuel system failure routine is started, it is first determined whether or not there is an abnormality in the fuel supply device 31 (in other words, the fuel system) (step S1). The determination in step S1 is made based on at least one of the signals such as the fuel pump sensor 46 signal, the remaining amount detection sensor 47 signal, the injector sensor 48 signal, and the oxygen concentration sensor 42A signal.
[0035]
Of the signals from the various sensors, signals other than the oxygen concentration sensor 42A can directly determine whether the fuel supply device 31 has failed. On the other hand, the failure of the fuel supply device 31 can be indirectly determined from the signal of the oxygen concentration sensor 42A. That is, the engine 1 has a characteristic that its output changes depending on the air-fuel ratio. Therefore, after calculating the target fuel injection amount based on the required output and performing fuel injection control corresponding to the calculation result, the target oxygen concentration calculated in the exhaust pipe 42 and the target fuel injection amount are calculated. By comparing the oxygen concentration, the failure of the fuel supply device 31 can be indirectly determined.
[0036]
Examples of the failure that can be determined in step S1 include an excessive supply of fuel and an insufficient supply of fuel. The excessive supply of fuel means a state where the actual fuel injection amount is larger than the target fuel injection amount, and the excessive supply of fuel occurs, for example, when the injector 41 fails. The shortage of fuel supply means a state in which the actual fuel injection amount is smaller than the target fuel injection amount. For example, when the fuel remaining in the fuel tank 39 runs out, This occurs when the fuel pump 40 fails, the electric motor 40A fails, the injector 41 fails, or the like.
[0037]
If an affirmative determination is made in step S1 based on at least one of the various sensor signals described above, the control mode for failure is selected (step S2) and the process returns. The failure control mode selected in step S2 will be specifically described. First, in step S1, the first control mode can be selected in step S2 regardless of whether fuel supply is excessive or insufficient. When the first control mode is selected, control for transmitting the power of the motor / generator 2 to the wheels 11 (that is, MG travel control) is performed. Therefore, even if the fuel supply device 31 breaks down, the evacuation traveling according to the power performance of the motor / generator 2 can be performed by performing the MG traveling control.
[0038]
In addition, in step S1, the second control mode can be selected in step S2 regardless of whether excessive supply of fuel or insufficient supply of fuel occurs. When the second control mode is selected, control for transmitting the power of the motor / generator 2 to the wheels 11 and control for releasing the clutch 8 are performed. When the second control mode is selected, the same effect as in the first control mode can be obtained, and the engine 1 can be rotated by the power of the motor / generator 2 (the drag of the engine 1). Can be prevented. Therefore, wasteful consumption of the electric power supplied to the motor / generator 2 can be suppressed, and the travel distance of the vehicle by the motor / generator 2 becomes as long as possible.
[0039]
Further, if the second control mode is selected in step S2 when an excessive supply of fuel has occurred and the determination in step S1 is affirmative, the occurrence of a water hammer phenomenon on the engine 1 side is prevented. Can suppress vibration. The water hammer phenomenon is that the fuel is not sufficiently vaporized and supplied to the combustion chamber 34, and in the compression stroke by the operation of the piston 44, the fuel is not compressed, so an excessive load is applied to the connecting rod 45 and the crankshaft 7. It means a phenomenon in which the connecting rod 45 and the crankshaft 7 are deformed or broken by acting.
[0040]
Furthermore, if an excessive supply of fuel has occurred and an affirmative determination is made in step S1, the third control mode can be selected in step S2. When the third control mode is selected, control for transmitting the power of the motor / generator 2 to the wheels 11, control for releasing the clutch 8, and the motor / generator 12 as a generator by the rotational force of the engine 1. Control is performed so that the battery 15 is charged with the power. In the third control mode, the same effect as in the first control mode can be obtained, and the regenerative braking force of the motor / generator 12 can quickly reduce the engine speed to zero. Can be suppressed from feeling uncomfortable. In addition, the function of preventing the water hammer phenomenon is further improved by rapidly reducing the engine speed in this way. Furthermore, the amount of charge of the battery 15 is increased by the power generation of the motor / generator 12, and the travel distance by driving the motor / generator 2 becomes as long as possible.
[0041]
Furthermore, if the fuel is excessively supplied due to the failure of the injector 41 and the determination in step S1 is affirmative, the fourth control mode can be selected in step S2. When the fourth control mode is selected, control for transmitting the power of the motor / generator 2 to the wheels 11 and control for stopping the fuel pump (F / P) 40 are performed. When the fourth control mode is selected, the same effect as that in the first control mode can be obtained, and the power for driving the fuel pump 40 can be saved, so that the battery 15 changes to the auxiliary battery 49A. The power to be supplied can be reduced. Therefore, the travel distance by driving the motor / generator 2 is increased. Further, since the fuel is not supplied to the combustion chamber 34, the function of preventing water hammer is further improved. If a negative determination is made in step S1, the process returns as it is.
[0042]
FIG. 3 is a flowchart showing another control example corresponding to the failure of the fuel supply device 31. The contents of step S11 in FIG. 3 are the same as the contents of step S1 in FIG. If the determination in step S11 is affirmative, the control mode for failure is selected (step S12) and the process returns. The control in step S12 will be specifically described. For example, if a shortage of fuel occurs due to a failure of the injector 41 and a positive determination is made in step S11, the fifth control mode can be selected in step S12. When the fifth control mode is selected, control for transmitting the power of the motor / generator 2 to the wheels 11, control for engaging the clutch 8, control for stopping the fuel pump 40, and electronic throttle valve Control is performed to increase the air opening area in the intake manifold 45 by increasing the opening of 36 (the opening is fully opened).
[0043]
When the fifth control mode is selected, the same effect as in the first control mode can be obtained, and the clutch 1 is engaged, so that the engine 1 is rotated by the power of the motor / generator 2. However, since the combustion chamber 34 communicates with the atmosphere side (the amount of intake air into the combustion chamber 34 increases), the operating resistance of the piston 44 is reduced and is driven by the motor / generator 2. The rotational resistance (friction) of the engine 1 is reduced. Therefore, it is possible to prevent the power of the motor / generator 2 from being wasted except for the traveling of the vehicle, and to increase the retreat traveling distance by driving the motor / generator 2. Furthermore, since the fuel pump 40 is stopped, waste of electric power of the auxiliary battery 49A is suppressed, and as a result, electric power supplied from the battery 15 to the auxiliary battery 49A can be reduced. Therefore, the evacuation travel distance of the vehicle is further increased. If a negative determination is made in step S11, the process returns as it is.
[0044]
FIG. 4 is a conceptual diagram showing a power train of the vehicle according to the second embodiment. In FIG. 4, the input shaft 10 </ b> B of the transmission 10 is connected to one end side of the crankshaft 7 via the clutch 8. The rotor of the motor / generator 2 is connected to the output shaft 10C of the transmission 10, and the final reduction gear 10A is connected to the output shaft 10C side. Furthermore, the other configuration of the power train of FIG. 4 can be the same as that of the embodiment of FIG. In the power train of FIG. 4, since the motor / generator 2 is arranged in the power transmission path between the transmission 10 and the wheels 11, the motive power of the motor / generator 2 does not pass through the transmission 10. 11 is transmitted. And the control of FIG. 1 or FIG. 3 is applicable also to the vehicle of FIG. That is, the first control mode to the fifth control mode described above can also be performed on a vehicle having the power train of FIG. The effects obtained here are the same as those in the first to fifth control modes described above.
[0045]
FIG. 5 is a conceptual diagram showing a power train of the vehicle according to the third embodiment. In FIG. 5, the rotor of the motor / generator 2 is connected to one end side of the crankshaft 7, and the input shaft 10 </ b> B of the transmission 10 is connected to the crankshaft 7 via the clutch 8. . A final reduction gear 10 </ b> A is connected to the output shaft 10 </ b> C side of the transmission 10. That is, the clutch 8 is disposed in the power transmission path from the engine 1 and the motor / generator 2 to the transmission 10. Other configurations of the power train of FIG. 5 can be the same as those of the embodiment of FIG.
[0046]
The control of FIG. 1 or FIG. 3 can also be applied to the vehicle of the power train shown in FIG. That is, the control example of FIG. 1 is applied to the vehicle of FIG. 5, and the first control mode or the fourth control mode described above can be performed in step S2. Here, if the clutch 8 is engaged, the same effect as in the first to third control modes described above can be obtained. When the example of control of FIG. 3 is applied to the vehicle of FIG. 5, the fifth control mode can be selected in step S12. In the power train of FIG. 5, since the rotor of the motor / generator 2 is connected to the crankshaft 7, the engine 1 is rotated by the power of the motor / generator 2 when the fifth control mode is selected. For the same reason as when the fifth control mode is applied to the power train in FIG. 2, the same effect can be obtained in the power train in FIG.
[0047]
FIG. 6 is a conceptual diagram showing a vehicle power train and its control system of the fourth embodiment. In the embodiment of FIG. 6, the layout of the power train is configured in the same manner as in FIG. 5, and the configuration of the fuel supply device 31A and its drive system is different from the embodiment of FIG. In FIG. 6, the fuel pump 51 is configured to be driven by mechanical power, and the fuel pumped up by the fuel pump 51 is configured to be supplied to the injector 41. The crankshaft 7 and the main shaft 51 </ b> A of the fuel pump 51 are connected via a clutch 52 and a winding transmission device 53. The engagement / release of the clutch 52 is controlled by the actuator 28. The other configuration in FIG. 6 is the same as the configuration in FIGS. 2 and 5, and thus the description thereof is omitted.
[0048]
In the embodiment of FIG. 6, the clutch 52 is engaged when the engine 1 is started while the motor / generator 2 and the engine 1 are stopped. Then, the engine 1 is initially rotated by the power of the motor / generator 12, the fuel pump 51 is driven by the power of the motor / generator 12, and the fuel pumped up by the fuel pump 51 passes through the injector 41 to the combustion chamber 34. To be supplied. In the autonomous rotation state of the engine 1, the fuel pump 51 is driven by the power of the engine 1.
[0049]
On the other hand, when the engine 1 is started from a state in which the engine 1 is stopped and the vehicle is running by the power of the motor / generator 2, the clutch 8 and the clutch 52 are engaged and the motor / generator is engaged. The engine 1 is initially rotated by the power of 2 and the fuel pump 51 is driven by the power of the motor / generator 2, and fuel is supplied to the combustion chamber 34 in the same manner as described above. In the embodiment of FIG. 6, since the rotor of the motor / generator 2 is directly connected to the crankshaft 7 of the engine 1, the engine 1 is rotated when the motor / generator 2 is driven.
[0050]
The control examples of FIGS. 1 and 3 can also be applied to the embodiment of FIG. Here, in the embodiment of FIG. 6, the first control mode and the fourth control mode can be performed, and the same effect as in the case described above can be obtained. When the fourth control mode is applied to the embodiment of FIG. 6, the clutch 8 is engaged to transmit the power of the motor / generator 2 to the wheels 11 and the clutch 52 is released in step SS2. Then, the driving of the fuel pump 51 is stopped. As a result, it is possible to prevent the power of the motor / generator 2 from being consumed for anything other than traveling of the vehicle, and it is possible to prevent the power of the battery 15 from being wasted. Therefore, the retreat travel (so-called limp foam travel) distance by driving the motor / generator 2 becomes longer.
[0051]
Further, when the fifth control mode is applied to the embodiment of FIG. 6, the clutch 8 is engaged to transmit the power of the motor / generator 2 to the wheels 11 in step S12. In step S12, either one of the control for opening the electronic throttle valve 36 or the control for opening the clutch 52 is selected. By performing this control, the rotational resistance of the engine 1 rotated by the motor / generator 2 or the load on the motor / generator 2 is reduced. As a result, it is possible to prevent the power of the motor / generator 2 from being consumed for anything other than traveling of the vehicle, and to prevent the power of the battery 15 from being wasted. Therefore, the retreat travel distance by driving the motor / generator 2 is increased.
[0052]
In the control examples of FIGS. 1 and 3, when the fuel supply amount becomes excessive due to a failure of the injector 41, the control for reducing the fuel supply amount supplied from the fuel pumps 40, 51 to the injector 41 is as follows: In addition to the control for stopping the fuel pumps 40 and 51, there is a control for reducing the discharge amount while the fuel pumps 40 and 51 are driven. The control examples in FIGS. 1 and 3 are performed when the engine 1 is driven and the motor / generator 2 is stopped, or when both the engine 1 and the motor / generator 2 are driven, It can be carried out under any condition where 1 is stopped and the motor / generator 2 is driven. Even when the third control mode described above is selected while the engine 1 is stopped, power generation by the motor / generator 12 is not performed.
[0053]
In the embodiments of the power trains described above, the battery 15 is used as the power storage device, but a capacitor may be used instead of the battery. In step S1 and step S11, it is possible to determine whether or not there is a failure in at least one of the intake device 30, the ignition device 32, and the fuel supply devices 31, 31A. In steps S2 and S12, the intake device 30, the ignition device. 32. At least one of the fuel supply devices 31 and 31A can be stopped. Since the intake device 30 and the ignition device 32 are also configured to be driven by the power of the auxiliary battery 49A, the power supplied from the battery 15 to the auxiliary battery 49A can be reduced by stopping the drive, As a result, the retreat travel distance of the vehicle using the motor / generator 2 as a driving force source can be increased.
[0054]
Further, when a known variable valve timing control device is provided to control the operation of the intake valve 34A of the intake device 30 in accordance with the engine speed, in step S12, the variable valve timing control device performs intake air. By forcibly expanding the opening of the valve 34A, the amount of air taken into the combustion chamber 34 can be increased, and the rotational resistance of the engine 1 rotated by the motor / generator 2 can be reduced.
[0055]
  Here, the correspondence between the functional means shown in FIGS. 1 and 3 and the configuration of the present invention will be described.1'sThe functional means corresponds to means for judging abnormality of the fuel system of the present invention, and the stepS2Functional means of releasing the clutch of the inventionTier and otherHow to make a motor / generator function as a generatorIn stepsEquivalent to.
[0056]
【The invention's effect】
  As described above, according to the invention of claim 1When an abnormality occurs in the fuel system, the clutch is released, so that the engine is cut off from the power transmission shaft, and the power is transmitted from the motor / generator to the wheels, so that the engine is prevented from being dragged. Unnecessary consumption of electric power can be suppressed, and the distance traveled by the motor / generator can be increased.
[0057]
Further, in claim 1According to the present invention, the engine speed can be quickly reduced by the regenerative braking force of another motor / generator, so that a sense of incongruity can be suppressed, a water hammer phenomenon in the engine can be prevented, and a vehicle using a motor / generator can be prevented. The travel distance can be increased.
[Brief description of the drawings]
FIG. 1 is a flowchart showing an embodiment of control according to the present invention.
FIG. 2 is a diagram showing a power train of a hybrid vehicle to which the present invention is applied and a control system thereof.
FIG. 3 is a flowchart showing another embodiment of the control according to the present invention.
FIG. 4 is a diagram showing a power train of a hybrid vehicle to which the present invention is applied.
FIG. 5 is a diagram showing a power train of a hybrid vehicle to which the present invention is applied.
FIG. 6 is a diagram showing a power train of a hybrid vehicle to which the present invention is applied and its control system.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Motor generator, 7 ... Crankshaft, 9 ... Power transmission shaft, 12 ... Motor generator, 30 ... Intake device, 31, 31A ... Fuel supply device, 32 ... Ignition device, 39 ... Fuel tank, 40, 51 ... fuel pump, 41 ... injector, 52 ... clutch, 53 ... winding transmission.

Claims (1)

In a control apparatus for a power train that includes a motor / generator and an engine supplied with fuel from a fuel system as a driving force source, and a crankshaft of the engine is connected to a power transmission shaft via a clutch .
Another motor generator driven by the engine is provided,
And means for determining an abnormality in the previous Symbol fuel system,
Means for transmitting the power of the motor / generator to a wheel and releasing the clutch when an abnormality of the fuel system is determined ;
Means for causing the other motor / generator to function as a generator by the rotational force of the engine and reducing the engine speed by the regenerative braking force of the other motor / generator when an abnormality of the fuel system is determined When
Control device for a power train, characterized in that it comprises a.

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