JP2005335702A - Control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device for a vehicle, in which evasive travel performance of a vehicle is improved at the time of actuation abnormality of an engine having a solenoid drive valve. <P>SOLUTION: At the time of action abnormality of an intake valve 74 or an exhaust valve 75 as the solenoid drive valve, a fail time control means 112 (SA3-SA8) operates to select either one of a plurality of abnormality time control to execute abnormality time control for the engine 10, while the vehicle is driving-controlled in accordance with the executed abnormality time control. Evasive travel performance of the vehicle is thus improved. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicle control apparatus including an electromagnetically driven valve in which at least one of an intake valve and an exhaust valve in each cylinder of an engine is electrically driven, and in particular, a technique for dealing with abnormal operation of the electromagnetically driven valve. It is about.

  As an engine used for a vehicle, an engine provided as an intake valve and / or an exhaust valve capable of electrically controlling a valve opening operation and a valve closing operation is considered. According to this, it is possible to change the number of operating cycles of the engine or change the number of operating cylinders.

If an abnormality occurs in the operation of the electromagnetically driven valve, the exhaust emission deteriorates because the fuel supplied into the cylinder is discharged as it is. Therefore, in the control device described in Patent Document 1 or Patent Document 2, when an operation abnormality occurs in the electromagnetically driven valve, the operation of the cylinder provided with the abnormal electromagnetically driven valve is stopped and the cylinder can be driven. While the electromagnetic drive valve is closed to keep the gas outflow blocked, the abnormal operation of operating the engine with the remaining normal cylinders is executed, or the electromagnetic drive valve is driven in a predetermined abnormality There has been proposed one that performs retreat travel by executing control under abnormal conditions to drive.
JP 2001-152881 A JP 2001-152882 A

  By the way, if the electromagnetically driven valve is maintained in a closed state due to an abnormal operation of the electromagnetically driven valve, or if the above-described abnormal control is executed, the engine braking force increases, and the engine braking force is increased. The increase adversely affects the evacuation driving performance. In addition, unlike the case of abnormal operation of the throttle valve, only one cylinder will not operate normally, or two or more cylinders will not operate normally, so the number of normal cylinders changes and the engine torque changes. It adversely affects evacuation performance. Further, according to the abnormal operation state of the electromagnetically driven valve, for example, the above-described abnormal control and the latter abnormal control are appropriately selected and executed, or the abnormal control for stopping the fuel injection only in the abnormal cylinder is performed. In addition to abnormal cylinders, the abnormal torque control that stops the fuel injection of normal cylinders to suppress engine torque fluctuations is appropriately selected and executed. Therefore, the evacuation traveling performance is adversely affected. In addition, depending on the abnormal operation state of the electromagnetically driven valve, there is a problem that the engine running torque is decreased or the engine torque fluctuation is increased, so that the retreat traveling performance is deteriorated.

  The present invention has been made against the background of the above circumstances, and an object of the present invention is to provide a vehicle control device in which the retreat travel performance is improved when the operation of the electromagnetically driven valve is abnormal.

  The gist of the present invention for achieving such an object is a vehicle control device including an electromagnetically driven valve in which at least one of an intake valve and an exhaust valve in each cylinder of an engine is electrically driven. When the operation of the electromagnetically driven valve is abnormal, one of a plurality of abnormal control is selected and the abnormal control of the engine is executed, and the vehicle is controlled to operate according to the abnormal control to be executed Including the time control means.

  In this way, when the operation of the electromagnetically driven valve is abnormal, the failure-time control means selects any one of the plurality of abnormal-time controls to execute the abnormal-time control of the engine, and the abnormal-time to be executed. The vehicle is controlled to operate according to the control. For this reason, since the abnormal control according to the abnormal operation of the electromagnetically driven valve is selectively executed, the vehicle running control adapted to the abnormal operation state of the electromagnetically driven valve improves the retreat traveling performance of the vehicle.

  Here, preferably, the fail-time control means controls the transmission in accordance with an abnormal-time control executed when the electromagnetically driven valve operates abnormally. In this way, when the operation of the electromagnetically driven valve is abnormal, the transmission is controlled according to the abnormality control executed accordingly, so that the gear ratio is appropriately changed to further improve the retreat travel performance.

  Preferably, the failure time control means controls the lock-up clutch in accordance with an abnormal time control executed when the electromagnetically driven valve operates abnormally. In this way, when the operation of the electromagnetically driven valve is abnormal, the lockup clutch is controlled according to the abnormality control executed accordingly, so the torque converter is appropriately changed to the coupling state and the evacuation travel performance Is further enhanced.

  Preferably, the failure time control means controls the electric motor according to an abnormality time control executed when the electromagnetically driven valve operates abnormally. In this way, when the operation of the electromagnetically driven valve is abnormal, the electric motor is controlled according to the abnormality control executed accordingly, so that the drive torque from the electric motor can be obtained appropriately and the retreat travel performance is further enhanced. It is done.

  Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a skeleton diagram illustrating a configuration of a vehicle power transmission device to which a vehicle control device according to an embodiment of the present invention is applied. In the figure, the output of the engine 10 as a power source is input to an automatic transmission 16 via an automatic clutch 12 and a torque converter 14, and a pair of drive wheels (rear wheels) via a differential gear device and an axle (not shown). To be transmitted to. The automatic clutch 12 also functions as a starting frictional engagement device and a clutch that is connected to disconnect the engine 10 from the power transmission path when the motor is running. This is a friction type automatic clutch in which a wet or dry friction plate is engaged by a clutch actuator. A first motor generator MG1 that functions as an electric motor and a generator is disposed between the clutch 12 and the torque converter. The torque converter 14 is directly connected between the pump impeller 20 connected to the clutch 12, the turbine impeller 24 connected to the input shaft 22 of the automatic transmission 16, and the pump impeller 20 and the turbine impeller 24. And a stator impeller 30 that is prevented from rotating in one direction by a one-way clutch 28.

  The automatic transmission 16 includes a first transmission 32 that switches between two stages of high and low, and a second transmission 34 that can switch between a reverse gear and four forward gears. The first transmission 32 is supported by the sun gear S0, the ring gear R0, and the carrier K0 so as to be rotatable, and the planetary gear P0 includes a planetary gear P0 meshed with the sun gear S0 and the ring gear R0, and the sun gear S0 and the carrier. A clutch C0 and a one-way clutch F0 provided between K0 and a brake B0 provided between the sun gear S0 and the housing 38 are provided.

  The second transmission 34 is supported by the sun gear S1, the ring gear R1, and the carrier K1, and the first planetary gear device 40 including the planetary gear P1 that is meshed with the sun gear S1 and the ring gear R1, and the sun gear S2. A second planetary gear unit 42 including a planetary gear P2 that is rotatably supported by the ring gear R2 and the carrier K2 and meshed with the sun gear S2 and the ring gear R2, and the sun gear S3, the ring gear R3, and the carrier K3 is rotatable. And a third planetary gear unit 44 comprising a planetary gear P3 supported and meshed with the sun gear S3 and the ring gear R3.

  The sun gear S1 and the sun gear S2 are integrally connected to each other, the ring gear R1, the carrier K2, and the carrier K3 are integrally connected, and the carrier K3 is connected to the output shaft 46. The ring gear R2 is integrally connected to the sun gear S3. A clutch C1 is provided between the ring gear R2 and sun gear S3 and the intermediate shaft 48, and a clutch C2 is provided between the sun gear S1 and sun gear S2 and the intermediate shaft 48. A band-type brake B1 for stopping the rotation of the sun gear S1 and the sun gear S2 is provided in the housing 38. A one-way clutch F1 and a brake B2 are provided in series between the sun gear S1 and sun gear S2 and the housing 38. The one-way clutch F <b> 1 is configured to be engaged when the sun gear S <b> 1 and the sun gear S <b> 2 try to reversely rotate in the direction opposite to the input shaft 22.

  A brake B3 is provided between the carrier K1 and the housing 38, and a brake B4 and a one-way clutch F2 are provided in parallel between the ring gear R3 and the housing 38. The one-way clutch F2 is configured to be engaged when the ring gear R3 attempts to rotate in the reverse direction.

  In the automatic transmission 16 configured as described above, for example, according to the operation table shown in FIG. 2, the reverse gear and the gear ratio γ are sequentially reduced from among the five forward gears of the first gear to the fifth gear. It is switched to any gear. In FIG. 2, “◯” represents the engaged state, the blank represents the released state, “◎” represents the engaged state during engine braking, and “Δ” represents the engagement not involved in power transmission. . As is apparent from FIG. 2, in the upshift from the second shift speed (2nd) to the third shift speed (3rd), a clutch-to-clutch shift that releases the brake B3 and simultaneously engages the brake B2 is performed. A period in which the engagement torque is given in the release process of the brake B3 and a period in which the engagement torque is given in the engagement process of the brake B2 are overlapped. Other speed changes are performed only by engaging or disengaging one clutch or brake. Both the clutch and the brake are hydraulic friction engagement devices that are engaged by a hydraulic actuator.

  The engine 10 includes a supercharger 54, which will be described later, and in order to reduce fuel consumption, the air-fuel ratio A / F is lower than the stoichiometric air-fuel ratio at light loads by injecting fuel into the cylinder. It is a lean burn engine that performs lean combustion, which is high combustion. The engine 10 includes a pair of left and right banks each composed of three cylinders, and the pair of banks can be operated independently or simultaneously. That is, the number of operating cylinders can be changed.

For example, as shown in FIG. 3, an exhaust turbine supercharger (hereinafter referred to as a supercharger) 54 is provided in the intake pipe 50 and the exhaust pipe 52 of the engine 10. The turbocharger 54 is provided in the intake pipe 50 for compressing the intake air to the engine 10 and the turbine impeller 56 that is rotationally driven by the flow of exhaust gas in the exhaust pipe 52. A pump impeller 58 connected to the pump impeller 58 is rotationally driven by a turbine impeller 56. A bypass pipe 61 that bypasses the turbine impeller 56 is connected to the exhaust pipe 52, and the ratio of the amount of exhaust gas passing through the turbine impeller 56 and the amount of exhaust gas passing through the bypass pipe 61 is changed. waste gate valve 59 for adjusting the supercharging pressure P _a is provided.

The intake pipe 50 of the engine 10 is provided with a throttle valve 62 operated by a throttle actuator 60. The throttle valve 62 is basically controlled so as to become a throttle opening θ _TH having a magnitude corresponding to an operation amount of an accelerator pedal (not shown), that is, an accelerator opening θ _ACC , but adjusts an output of the engine 10. For this reason, the opening degree is controlled so as to correspond to various vehicle conditions such as during a shift transition.

  As shown in FIG. 3, the first motor generator MG1 is disposed between the engine 10 and the automatic transmission 16, and the clutch 12 is disposed between the engine 10 and the first motor generator MG1. Each hydraulic friction engagement device and the lock-up clutch 26 of the automatic transmission 16 are controlled by a hydraulic control circuit 66 that uses the hydraulic pressure generated from the electric hydraulic pump 64 as a source pressure. The engine 10 is operatively connected to a second motor generator MG2. Then, the fuel cell 70 and the secondary battery 71 functioning as power sources for the first motor generator MG1 and the second motor generator MG2, and the current supplied from them to the first motor generator MG1 and the second motor generator MG2 are controlled. Alternatively, changeover switches 72 and 73 for controlling the current supplied to the secondary battery 71 for charging are provided. The change-over switches 72 and 73 indicate devices having a switch function, and can be constituted by, for example, a semiconductor switching element having an inverter function or the like.

  Further, as shown in FIG. 4, the engine 10 includes a variable valve mechanism 78 including electromagnetic actuators 76 and 77 that open and close an intake valve (electromagnetically driven valve) 74 and an exhaust valve (electromagnetically driven valve) 75 of each cylinder. I have. The electronic control unit 90 controls the operation timing (timing) of the intake valve 74 and the exhaust valve 75 according to the signal from the rotation sensor 80 that detects the rotation angle of the crankshaft 79, and optimizes the operation timing according to the engine load. In addition to changing to the timing, in accordance with the operation cycle switching command, control is performed so that the opening / closing timing for enabling the four-cycle operation and the opening / closing timing for enabling the two-cycle operation are achieved. For example, as shown in FIG. 5, the electromagnetic actuators 76 and 77 are made of a magnetic material connected to an intake valve 74 or an exhaust valve 75 and supported so as to be movable in the axial direction of the intake valve 74 or the exhaust valve 75. A disk-shaped movable member 82, a pair of electromagnets 84 and 85 provided at positions sandwiching the movable member 82 to selectively attract the movable member 82, and the movable member 82 are urged toward the neutral position. A pair of springs 86 and 87 are provided.

FIG. 6 illustrates a signal input to the electronic control device 90 and a signal output from the electronic control device 90. For example, the electronic control unit 90 includes an accelerator opening signal representing an accelerator opening θ _ACC that is an accelerator pedal operation amount, a vehicle speed signal corresponding to the rotation speed N _OUT of the output shaft 46 of the automatic transmission 16, an engine rotation speed. signal representative of the N _E, a signal representative of the supercharging pressure P _a in the intake pipe 50, a signal representing the air-fuel ratio a / F, such as a signal representative of the operating position S _H of the shift lever SH is supplied from a sensor (not shown) . The electronic control unit 90 also includes an injection signal for controlling the amount of fuel injected from the fuel injection valve into the cylinder of the engine 10 and a hydraulic control circuit 66 for switching the gear stage of the automatic transmission 16. A signal for controlling a shift solenoid for driving the shift valve, a signal for controlling a lock-up control solenoid in the hydraulic control circuit 66 to control opening and closing of the lock-up clutch 26, a signal for instructing the number of cycles of the engine 10, an intake valve ( A signal for controlling the engine 10 or the motor generator MG1 is output for retreat travel when the electromagnetic drive valve) 74 and the exhaust valve (electromagnetic drive valve) 75 are abnormal.

The electronic control unit 90 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing according to a program stored in advance in the ROM while using a temporary storage function of the RAM. By performing this, basically, for example, throttle valve control for controlling the throttle opening θ _TH based on the actual accelerator opening (operation amount) θ _ACC from the relationship shown in FIG. 7, for example, stored in advance as shown in FIG. Shift control for determining a shift based on the actual vehicle speed V and the throttle opening θ _TH (engine load) from the shift map, and automatically switching the gear stage of the automatic transmission 16 in order to execute the determined shift; Control for executing engagement, release or slip of the lockup clutch 26, supercharging pressure control, air-fuel ratio control, cylinder selection off Conversion control, operation cycle switching control, and the like are executed. For example, in the above-described cylinder selection switching control, the number of operating cylinders is decreased or the operation of the cylinders whose operation of the valve mechanism is determined to be abnormal is stopped when the vehicle is lightly loaded to improve fuel efficiency. In the operation cycle switching control, the number of operation cycles of the engine 10 is determined based on the actual vehicle speed V and the accelerator opening θ from a map (relation) stored in advance, and the variable valve mechanism is set so as to be the number of operation cycles. The operation timing of 78 is controlled. In the electromagnetically driven valve fail control, the engine 10 and / or the motor generator MG1 are controlled for retreat travel.

  FIG. 9 shows a shift operation device 94 provided with an operation position of a shift lever 92 which is a shift operation member provided near the driver's seat of the vehicle, and a mode selection switch 96 for selecting a power running mode and a snow mode. ing. The shift lever 92 includes a P (parking) position for stopping the vehicle, an R (reverse) position for moving the vehicle backward, an N (neutral) position for opening the power transmission system in the automatic transmission 16, automatic D (drive) position operated to move the vehicle forward from low speed to maximum speed by changing from the first gear to the fifth gear (highest gear) according to the speed change mode, automatic forward shift It is alternatively operated to the 4, 3, 2, and L positions, which are operated to sequentially limit the high speed side of the range and to enable engine braking. With the mode selection switch 96, the power driving mode is operated by the driver when performing sporty driving using high output and engine braking. When this power travel mode is selected and operated, for example, a shift diagram used for automatic shift control is shifted to the high vehicle speed side, so that a high driving force is generated and the high output travel mode is set. The snow mode is operated by the driver so as to reduce the driving force of the vehicle in order to suppress the slip of the driving wheel and increase the traction force. When this snow mode is selected and operated, for example, the shift map used for automatic shift control is shifted to the low vehicle speed side, or the shift line for the low-speed gear stage is removed, thereby reducing the driving force. The low-power running mode is set.

FIG. 10 is a functional block diagram for explaining the main part of the control function of the electronic control unit 90. In FIG. 10, the shift control means 100, for example, the throttle opening θ _TH or the accelerator opening θ _ACC (%) representing the driver's required output amount and the vehicle speed from the relationship (shift diagram) stored in advance shown in FIG. Based on V (corresponding to the output side rotational speed N _OUT ), a shift determination is performed, and an electromagnetic valve (shift solenoid) S1 in the hydraulic control circuit 66 is set so that a shift for obtaining a gear stage based on the shift determination is performed. , S2 and S3 are controlled, and when the engine brake is generated, the electromagnetic valve S4 is driven. The solid line in FIG. 11 shows a part of the shift diagram, that is, the 2 → 3 upshift line, the 3 → 4 upshift line, and the 4 → 5 upshift line in an enlarged manner. Based on the actual vehicle speed V and the accelerator opening θ _ACC from the relationship shown by the solid line in FIG. 12, for example, the lock-up clutch control means 102 is engaged with the engagement region (on region), the release region (off region), and the slip region (slip). And the lockup clutch 26 is engaged by controlling the lockup control solenoid in the hydraulic control circuit 66 so that a state corresponding to the determined region is obtained. , Release or slip control is executed. The motor control means 104 is controlled by the motor generator MG1 so that part or all of the braking force requested by the driver is generated from the motor generator MG1 during engine braking or braking of the vehicle. While generating power (regeneration) and storing the generated power in the secondary battery 71, when the driving power of the vehicle is insufficient, the motor generator MG1 is supplied with current to generate the driving power, Increase the driving force of the vehicle to an appropriate value.

The operation mode switching control means 106, for example, a throttle opening θ _TH or an accelerator opening θ _ACC (%) representing the driver's required output amount and a vehicle speed V from a previously stored relationship (not shown) for obtaining an appropriate driving force. Based on the above, it is determined whether the engine is in the 2-cycle area or the 4-cycle area, and the operation cycle number state of the engine 10, that is, the operation mode is automatically determined according to a predetermined procedure so that the operation cycle is in accordance with the determination result. Switch automatically. For example, two cycles are selected in a low vehicle speed and high load region where high torque output is required from the engine 10. Alternatively, the operation mode switching control means 102 is based on the throttle opening θ _TH or the accelerator opening θ _ACC (%) representing the driver's required output amount and the vehicle speed V from a previously stored relationship for obtaining a suitable fuel consumption. Whether the engine is in the three-cylinder operation region (one-bank operation) or the full-cylinder operation region (both-bank operation), and the number of operating cylinders, that is, the operation mode, of the engine 10 is set so that the number of operating cylinders becomes Switch.

The electromagnetically driven valve abnormality determining means 108 is an operation state of an intake valve (electromagnetically driven valve) 74 or an exhaust valve (electromagnetically driven valve) 75 provided for each cylinder of the engine 10, for example, at least a phase, a lift amount, and an operating angle. Whether or not one is abnormal is determined according to a fail determination method described in, for example, Japanese Patent Application Laid-Open Nos. 2001-152882 and 2001-152881. The vehicle speed determination means 110 determines whether the vehicle speed V (km / h) is a medium vehicle speed, a high vehicle speed, or a low vehicle speed according to whether or not the vehicle speed V (km / h) is higher than a determination vehicle speed V ₀ set in advance to about 20 km / h, for example. judge.

  When the intake valve 74 or exhaust valve 75, which is an electromagnetically driven valve, malfunctions, the failure time control means 112 controls the vehicle, for example, the shift stage of the automatic transmission 16, the engagement state of the lockup clutch 26, the motor generator (Electric motor) The regeneration control state of MG1 is changed to a mode in which the engine braking force of the vehicle is reduced, and the vehicle is driven and controlled. Further, when the intake valve 74 or the exhaust valve 75 is abnormal in operation, the failure control means 112 controls the operation of the vehicle according to the number of cylinders that do not operate normally due to the abnormal operation. Further, when the intake valve 74 or the exhaust valve 75 is abnormal in operation, the failure control means 112 selects any one of a plurality of abnormal control (corresponding control) and executes the abnormal control of the engine. The vehicle is driven and controlled according to the abnormality control executed. For example, a traveling state in which only the failed cylinder is deactivated and the engine 10 is operated with a normal cylinder, a traveling state in which not only the malfunctioning cylinder but also other cylinders are partially deactivated and the engine 10 is activated, an operation of the engine 10 is deactivated and a motor generator (Electric motor) A state where the engine 10 is driven or a state where the engine 10 is operated by reducing the torque of the entire cylinder is selected to execute the abnormal control of the engine 10, and the abnormal control to be executed is executed. In response, vehicle operation control, for example, shift control of the automatic transmission 16 and engagement control of the lockup clutch 26 are executed.

  The fail-time control means 112 is a large engine when the electromagnetically driven valve abnormality determining means 108 determines that the intake valve 74 or the exhaust valve 75 is operating abnormally and the vehicle speed determining means 110 determines that the vehicle is traveling at high speed. Upshift execution means 114 that changes the shift control of the automatic transmission 16 to preferentially upshift to reduce the gear ratio γ in order to suppress the occurrence of braking, and the intake valve 74 or the exhaust valve 75 similarly. When it is determined that the vehicle is operating abnormally and low-speed traveling of the vehicle is determined, the regenerative control is changed so as to prohibit regeneration by the motor generator (motor) MG1 or MG2 in order to suppress the occurrence of a large engine brake. Similarly to the regeneration changing means 116, the abnormal operation of the intake valve 74 or the exhaust valve 75 is determined, and the vehicle travels at a low speed. If it is fixed, the ratio of power transmission in the coupling state by the torque converter 14 is increased to lock the vehicle behavior in response to changes in the engine rotational speed due to engine torque fluctuations. Lock-up clutch changing means 118 is provided which places the up-clutch 26 in a completely released state (coupling state) or expands the release region at a lower speed. The regenerative change means 116 may not be implemented at the fifth gear, which is the highest speed gear of the automatic transmission 16, and for example, regeneration prohibition may be executed at the third or fourth gear. In order to secure the driving force necessary for the retreat travel, the regenerative control is executed as it is for the failure of one cylinder, but the regeneration is prohibited when the electromagnetically driven valve abnormality (fail) cylinder reaches a predetermined number. Alternatively, the regeneration control may be changed according to the number of cylinders so that the regeneration amount is decreased as the number of fail cylinders increases. Further, the lockup clutch changing means 118 may change the slip state of the lockup clutch 26 to the disengagement side according to the number of electromagnetically driven valve abnormality (fail) cylinders.

The fail-time control means 112 is configured such that when the electromagnetically driven valve abnormality determining means 108 determines that the intake valve 74 or the exhaust valve 75 is operating abnormally and the vehicle speed determining means 110 determines that the vehicle is traveling at a low speed, Read the corresponding control corresponding to the abnormality, for example, a running state in which only the failed cylinder is deactivated and the engine 10 is operated in the normal cylinder, a traveling state in which not only the failed cylinder but also other cylinders are partially deactivated and the engine 10 is activated, Selects (reads) either the state in which the operation of the engine 10 is stopped and the motor generator (electric motor) MG1 travels or the state in which the engine 10 is operated by lowering the torque of the entire cylinder to cope with the abnormality of the engine 10 The failure handling control means 120 for executing the control and the failure handling control means 120 for securing the driving force. The speed change control is changed according to the corresponding control, for example, there is no speed ratio limitation if one cylinder is deactivated, but the highest speed gear is prohibited if two cylinders are deactivated, and the highest speed gear is determined if three cylinders are deactivated. Shift control change that determines the speed limit range by prohibiting the adjacent lower gear (fourth speed) and prohibiting the highest speed gear and the second lower gear (fourth and third) if four cylinders are prohibited The lock-up clutch control is changed in accordance with the control of the means 122 and the failure response control means 120 in order to suppress a change in the driving force of the vehicle. 3rd speed lockup is prohibited if the engine is inactive, 4th speed lockup is prohibited if the 3rd cylinder is inactive, and the limit range is determined by prohibiting lockup of all gears if the 4th cylinder is inactive Click-up clutch control changes (restricted zone determined) and means 124. The shift control changing means 122 is not only prohibited, but may be changed to a low-speed range-use (enlarged) type in which the shift line is shifted to the high vehicle speed side, for example, as shown by a broken line in FIG. When the vehicle travels while restricting the throttle opening θ _TH , the high-speed gear stage may be prohibited and changed, for example, to allow the first or second speed. Further, the lockup clutch control change (limitation area determination) means 124 is not only prohibited, but also, for example, as shown by a broken line in FIG. ) If the torque fluctuation is large due to the combustion order of the cylinder, lock-up or lock-up slip is actively prohibited, and if the torque fluctuation is relatively small The lock-up or lock-up slip region may not be narrowed or may be changed so as not to increase the slip amount. Further, when the vehicle travels while limiting not only the number of cylinders but also the throttle opening _θTH , the lock-up or lock-up slip may be changed to be prohibited.

  Therefore, the fail time control means 112 changes the shift control of the automatic transmission 16 when the abnormal operation of the intake valve 74 or the exhaust valve 75 is determined. However, the engine braking force is abnormal in the medium speed and high speed traveling regions. In order not to increase the speed unnecessarily, the speed change control is changed so that the speed ratio γ of the automatic transmission 16 decreases as the vehicle speed V increases or the vehicle speed V is not low. Further, when the abnormal operation of the intake valve 74 or the exhaust valve 75 is determined, the fail-time control means 112 changes the engagement control of the lockup clutch 26. The engagement control of the lockup clutch 26 is changed so that the complete engagement or engagement of the lockup clutch 26 is prohibited so as not to become abnormally or unnecessarily high. For example, as the transmission gear ratio is higher, the engagement control of the lockup clutch 26 is changed so as to expand the complete engagement of the lockup clutch 26 or the prohibited region of engagement. The fail-time control means 112 changes the regeneration control of the motor generator (generator) MG1 when it is determined that the intake valve 74 or the exhaust valve 75 is operating abnormally. In order not to increase abnormally or unnecessarily, for example, the regenerative control of the motor generator (generator) MG1 is suppressed or prohibited as the actual gear stage becomes the lower gear stage or the number of fail cylinders increases.

Further, when the malfunction control of the intake valve 74 or the exhaust valve 75 is determined, the failure control unit 112 selects the control for responding to the abnormality of the engine 10 and performs the shift control and the control according to the control for responding to the abnormality. Lock-up clutch control is changed. In the shift control, the gear stage having a smaller gear ratio γ is changed to be prohibited as the number of idle cylinders due to the electromagnetically driven valve failure increases or the throttle opening θ _TH is limited. In the engagement control of the lock-up clutch 26, the lock-up engagement region or the slip region is reduced or prohibited as the number of idle cylinders due to the electromagnetically driven valve failure increases or the throttle opening θ _TH is limited. Alternatively, the switching line is changed so as to be on the high vehicle speed side.

  FIG. 13 is a flowchart for explaining a main part of the control operation by the electronic control unit 90, that is, a control operation at the time of electromagnetically driven valve failure.

  In FIG. 13, in step (hereinafter, step is omitted) SA1 corresponding to the electromagnetically driven valve abnormality determining means 108, whether or not the intake valve 74 or the exhaust valve 75 driven by the electromagnetic actuators 76 and 77 is abnormally operated. Is judged. If the determination at SA1 is negative, this routine is terminated. If the determination is affirmative, at SA2 corresponding to the vehicle speed determination means 110, for example, about 20 km / h to determine medium speed or high speed traveling. It is determined whether or not the actual vehicle speed V exceeds the preset vehicle speed V0. If the determination of SA2 is negative, when the operation of the intake valve 74 or the exhaust valve 75, which is an electromagnetically driven valve, is abnormal, it corresponds to SA3 corresponding to the fail handling control means 120 and the shift control changing means 122. SA4 to be executed and SA5 corresponding to the lockup clutch control changing means 124 are sequentially executed. In SA3, for example, a traveling state in which only the failed cylinder is deactivated and the engine 10 is operated with a normal cylinder, a traveling state in which not only the malfunctioning cylinder but also other cylinders are partially deactivated and the engine 10 is activated, and the engine 10 is deactivated. In addition, the abnormality response control of the engine 10 is selected in either a state where the engine 10 is driven by the motor generator (electric motor) MG1 or a state where the engine 10 is operated by reducing the torque of the entire cylinder. Next, in SA4, the shift control is changed in accordance with the corresponding control by the fail response control means 120 in order to secure the driving force. For example, there is no gear ratio limitation if one cylinder is deactivated, but if two cylinders are deactivated. Prohibition of maximum gear and prohibition of the highest gear if there is a three-cylinder stop and prohibition of the lower gear (fourth speed) adjacent to it is prohibited. The speed limit range is determined by prohibiting the third speed). In SA5, the lockup clutch control is changed in accordance with the response control by the failure response control means 120 in order to suppress the change in the driving force of the vehicle. Limit range is determined by prohibiting 3-speed lock-up if 2-cylinder is inactive, prohibiting 4-speed lock-up if 3-cylinder is inactive, and prohibiting lock-up of all gears if 4-cylinder is inactive The

  If the determination at SA2 is affirmative, that is, if the vehicle is at medium speed or high speed, the intake valve 74 or exhaust valve 75 driven by the electromagnetic actuators 76 and 77 at SA6 corresponding to the upshift execution means 114. In order to prevent the engine braking force from suddenly increasing when the operation is abnormal, the shift control of the automatic transmission 16 is changed, and the gear ratio γ is reduced by preferentially upshifting. Next, in SA7 corresponding to the regeneration changing means 116, the regeneration control is changed so as to prohibit regeneration by the motor generator (electric motor) MG1 or MG2 in order to suppress an increase in engine braking force. In SA8 corresponding to the lockup clutch changing means 118, for example, the ratio of power transmission in the coupling state by the torque converter 14 is caused by the lockup clutch 26 having a tendency to be released as the number of cylinders not operating normally increases. Is increased, and the lockup clutch 26 is brought into a fully released state (coupling state) so as to suppress the influence of the behavior of the vehicle in accordance with the change in the engine rotational speed due to the engine torque fluctuation, or the lower the speed stage. The release area is expanded.

  As described above, according to this embodiment, when the operation of the intake valve 74 or the exhaust valve 75 that is an electromagnetically driven valve is abnormal, the control mode of the vehicle is controlled by the failure control means 112 (SA3 to SA8). Since the vehicle is controlled to be reduced and the driving control is performed, the engine braking force in the evacuation traveling is reduced, and the adverse effect on the evacuation traveling performance due to the increase in the engine braking force is preferably prevented. .

  Further, according to the present embodiment, the failure time control means 112 (SA3 to SA8) changes the shift control of the automatic transmission 16 when the intake valve 74 or the exhaust valve 75, which is an electromagnetically driven valve, malfunctions. By changing the control mode of the vehicle, the engine braking force when the operation is abnormal is reduced.

  Further, according to the present embodiment, the fail-time control means 112 (SA3 to SA8) changes the shift control of the automatic transmission 16 so that the gear ratio γ of the automatic transmission 16 becomes smaller as the vehicle travels at a higher vehicle speed. Thus, when the intake valve 74 or the exhaust valve 75, which is an electromagnetically driven valve, is abnormal in operation, the driving force is obtained at a lower vehicle speed, and the retreat travel is preferable.

  Further, according to the present embodiment, the failure time control means 112 (SA3 to SA8) reduces the speed ratio γ of the automatic transmission 16 on condition that the vehicle speed is not low through a change in the speed change control of the automatic transmission 16. Therefore, when the vehicle is traveling at a low vehicle speed, the engine braking force is reduced, and retreat traveling is preferable.

  Further, according to the present embodiment, the fail-time control means 112 (SA3 to SA8) changes the engagement control of the lockup clutch 26 when the intake valve 74 or the exhaust valve 75 that is an electromagnetically driven valve is abnormal. Therefore, the engagement control of the lock-up clutch is changed so that the engine braking force is reduced when the operation of the electromagnetically driven valve is abnormal, and the retreat travel is preferable.

  Further, according to the present embodiment, the failure time control means 112 (SA3 to SA8) changes the engagement control of the lockup clutch so as to prohibit the complete engagement or engagement of the lockup clutch 26. Therefore, the engine braking force is reduced, and the retreat traveling is suitable.

  In addition, according to the present embodiment, the fail-time control means 112 (SA3 to SA8) performs the full engagement of the lockup clutch on the condition that the gear ratio γ of the automatic transmission 16 is high through the engagement control of the lockup clutch. Since the engagement or the engagement is prohibited, the engine braking force is reduced during traveling at a high gear ratio, and the driving force at a low gear stage with a high gear ratio γ is secured, so that the retreat traveling is suitable.

  Further, according to the present embodiment, the failure time control means 112 (SA3 to SA8) changes the regenerative control of the motor generator (generator) MG1 when the intake valve 74 or the exhaust valve 75, which is an electromagnetically driven valve, malfunctions. Thus, the control mode is changed, so that the engine braking force is reduced and the retreat traveling is preferable.

  Further, according to the present embodiment, the failure time control means 112 (SA3 to SA8) changes the regeneration control of the motor generator (generator) MG1 so as to prohibit the regeneration of the motor generator (generator) MG1. Therefore, when the intake valve 74 or the exhaust valve 75 that is an electromagnetically driven valve is abnormally operated, the engine braking force is reduced by prohibiting the regenerative control.

  Further, according to the present embodiment, the failure time control means 112 (SA3 to SA8) prohibits the regeneration of the motor generator (generator) MG1 on condition that the transmission gear ratio is high through the change of the regeneration control. Therefore, during high speed ratio traveling, that is, during low speed traveling, the engine braking force is reduced and a driving force is obtained, so that retreat traveling is preferable.

  Further, according to this embodiment, when the intake valve 74 or the exhaust valve 75, which is an electromagnetically driven valve, is abnormal in operation, the fail-time control means 112 (SA3 to SA8) causes the engine that does not operate normally due to the abnormal operation. Since the vehicle is controlled according to the number of cylinders of 10, the change in the driving force of the vehicle is suppressed, and the adverse effect on the retreat travel performance due to the change in the driving force torque is preferably prevented.

  Further, according to the present embodiment, the failure time control means 112 (SA3 to SA8) is normal so that the driving force of the vehicle is ensured when the intake valve 74 or the exhaust valve 75, which is an electromagnetically driven valve, malfunctions. Since the automatic transmission 16 is controlled according to the number of cylinders of the engine 10 that does not operate, a change in the driving force of the vehicle is suitably suppressed. For example, the greater the number of cylinders that do not operate normally, the greater the transmission gear ratio, and the driving force necessary for retreat travel is ensured.

Further, according to the present embodiment, the failure time control means 112 (SA3 to SA8) is configured so that a change in the driving force of the vehicle is suppressed when the intake valve 74 or the exhaust valve 75, which is an electromagnetically driven valve, malfunctions. Since the lockup clutch 26 is controlled according to the number of cylinders of the engine 10 that does not operate normally, a change in the driving force of the vehicle is suitably suppressed. For example, as the lock-up clutch 26 becomes large number of cylinders that do not operate normally are in the released trends, the ratio of the transmission by coupling state of the torque converter 14 is increased, the change in the engine rotational speed N _E due to engine torque fluctuation Accordingly, the influence of the vehicle behavior is suppressed.

  Further, according to the present embodiment, the fail-time control means 112 (SA3 to SA8) is configured such that when the intake valve 74 or the exhaust valve 75 that is an electromagnetically driven valve is abnormally operated, the gear stage of the automatic transmission 16 or the engine that does not operate normally. Since the regenerative control of the motor generator (electric motor) MG1 is changed according to the number of cylinders of 10, the regenerative control of the motor generator (electric motor) MG1 is prohibited, for example, when the intake valve 74 or the exhaust valve 75 is abnormally operated. Therefore, the driving force of the vehicle necessary for the evacuation traveling is ensured.

  Further, according to the present embodiment, when the intake valve 74 or the exhaust valve 75 that is an electromagnetically driven valve is abnormally operated, any one of a plurality of abnormal time controls is selected by the failure time control means 112 (SA3 to SA8). Thus, the abnormal time control of the engine 10 is executed, and the vehicle is controlled to operate according to the executed abnormal time control, so that the retreat travel performance of the vehicle is improved.

  Further, according to the present embodiment, the fail-time control means 112 (SA3 to SA8) is controlled by the automatic transmission 16 according to the abnormality control executed when the intake valve 74 or the exhaust valve 75, which is an electromagnetically driven valve, is abnormally operated. Therefore, for example, the speed ratio γ is appropriately changed so as to ensure the driving force, and the retreat travel performance is further enhanced.

  Further, according to the present embodiment, the failure time control means 112 (SA3 to SA8) is operated according to the abnormal time control executed when the intake valve 74 or the exhaust valve 75 which is an electromagnetically driven valve is abnormally operated. Therefore, the lock-up clutch 26 is appropriately released from the drop-up, the change in the driving force of the vehicle is suppressed, and the retreat travel performance is further enhanced.

  Next, another embodiment of the present invention will be described. In the following description, parts common to those in the above-described embodiment are denoted by the same reference numerals and description thereof is omitted.

FIG. 14 is a functional block diagram for explaining a main part of the control function of the electronic control unit 90 in another embodiment. In FIG. 14, motor control means 128 controls the regeneration (power generation) state and drive state of motor generator MG1. For example, when the vehicle is decelerating or braking, power is generated by the motor generator MG1, and the kinetic energy of the vehicle is collected and stored in the secondary battery 71 to generate an appropriate braking force. In a state where the driving force of the vehicle is insufficient, a current is supplied to motor generator MG1 to generate the driving force, thereby increasing the vehicle driving force to an appropriate value. The engine control means 130 determines the number of operating cycles of the engine 10 based on the vehicle speed V and the accelerator opening θ _ACC from a previously stored relationship (not shown), and operates the engine 10 with the number of operating cycles. Further, when the vehicle is running at a light load, the operation of the engine 10 is stopped and the vehicle is driven only by the driving force of the motor generator MG1, or a part of the cylinders of the engine 10 is stopped to improve the fuel efficiency. Based on the actual vehicle speed V and the accelerator opening θ _ACC , for example, the drive source switching control means 132 is an engine travel region by the engine 10 or a motor travel region by the motor generator MG1 based on the prestored relationship shown in FIG. It is determined whether or not the engine 10 or the motor generator MG1 is operated so as to perform the determined traveling.

  The motor travel enable determination means 134 determines whether or not the vehicle can be traveled only by the driving force of the motor generator MG1 functioning as an electric motor, for example, whether the secondary battery 71 has a small remaining charge or temperature. Based on a state in which the output is not obtained because the temperature is too low, the temperature of the fuel cell 70 is low or the fuel is insufficient, and the output is difficult to obtain, the state in which the motor generator MG1 is too hot to be operated. judge. The driving force source selection determining means 136 can determine whether the intake valve 74 or the exhaust valve 75 is operating abnormally by the electromagnetically driven valve abnormality determining means 108, and can be driven by the driving force of the motor generator MG1 by the motor travel enable determining means 134. When it is determined that the output torque of the engine 10 or the motor generator MG1 whose output torque has decreased due to an abnormality in the electromagnetically driven valve, whether the torque is higher or not is determined. It is determined based on the amount, whether the vibration level of the engine 10 is less than the allowable value or not is determined based on the number of idle cylinders, the number of idle cylinders, etc. Is determined based on the number of deactivated cylinders and the number, and as a result, any power source of the engine 10 and the motor generator MG1 is selected. It determines whether it is appropriate to. Here, when the engine 10 is selected, it is a premise that the engine 10 is in the engine running area instead of the motor running area in FIG.

  A fail-time drive control means (fail-time control means) 138, when the electromagnetic drive valve abnormality determination means 108 determines that the intake valve 74 or the exhaust valve 75 is operating abnormally, the motor travel enable determination means 134 and the drive force source selection determination. Based on the determination result of the means 136, the drive source used for the retreat travel is controlled. For example, when the motor travel enable determination unit 134 determines that the motor generator MG1 cannot be used, the retreat travel by the driving force of the engine 10 is executed. In addition, when it is determined that the motor generator MG1 can be used by the motor travel enable determination unit 134 and the motor generator MG1 is selected by the driving force source selection determination unit 136, the automatic clutch is released and the motor 10 is not used. If the engine 10 is selected by the driving force source selection determining unit 136 even if it is determined by the motor traveling enable determining unit 134 that the motor generator MG1 can be used, the engine 10 is selected. The retreat travel by the driving force of the motor generator MG1 in addition to the retreat travel by the driving force of 10 or the driving force of the engine 10 is executed. In the retreat travel by the parallel drive of the engine 10 and the motor generator MG1, preferably, the engine 10 is provided with the abnormally operated intake valve 74 or the exhaust valve 75, and the number of cylinders which are deactivated has a magnitude corresponding to the reduced torque. Is generated from the motor generator MG1.

  FIG. 16 is a flowchart for explaining a main part of the control operation of the electronic control unit 90 in this embodiment, that is, a control operation at the time of electromagnetically driven valve failure, and is repeatedly executed at an extremely short cycle of about several milliseconds to several tens of milliseconds.

  In FIG. 16, in SB1 corresponding to the electromagnetically driven valve abnormality determining means (engine abnormality determining means) 108, it is determined whether or not an abnormal operation of the engine 10 such as an intake valve 74 or an exhaust valve 75 that is an electromagnetically driven valve has occurred. To be judged. If the determination at SB1 is negative, the routine is terminated. If the determination is affirmative, at SB2, the abnormal operation state of the engine 10 is read. For example, it is read whether there is an abnormality in the intake valve 74 or the exhaust valve 75 in which the operation of the engine 10 can be continued by a normal cylinder, or the number, number, and abnormal state of an abnormal cylinder in which vibration generation of the engine 110 is estimated. It is.

  Next, in SB3 corresponding to the motor travel enable determination means 134, whether or not the motor travel, that is, the travel of the vehicle solely by the driving force of the motor generator MG1, is possible is the state of the secondary battery 71 and the fuel cell 70. It is determined based on the above. If the determination at SB3 is negative, the evacuation travel by the engine 10 is executed without using the motor generator MG1 at SB4 corresponding to the fail-time drive control means 138.

  However, when the determination at SB3 is affirmative, at SB5 corresponding to the driving force source selection determination means 136, an engine abnormality such as an operation abnormality of the intake valve 74 or the exhaust valve 75 is determined, and the motor generator MG1 When it is determined that the motor can be driven by the driving force, which of the engine 10 and the motor generator MG1 driving the motor generator MG1 whose output torque is reduced due to an abnormality in the electromagnetically driven valve is greater. Based on whether the vibration level is equal to or less than the allowable value or whether the engine 10 can be continuously used although it is in evacuation travel, it is determined which power source to select between the engine 10 and the motor generator MG1. If it is determined in SB5 that the motor generator MG1 is selected as the drive source, in SB6 corresponding to the failure time drive control means 138, the automatic clutch 12 is released and the engine 10 is disconnected from the power transmission path. In place of 10, the retreat travel is executed solely by the driving force of motor generator MG1. However, when it is determined in SB5 that engine 10 is selected as the drive source, automatic clutch 12 is engaged and retreat travel by the drive force of engine 10 or motor generator MG1 in addition to the drive force of engine 10 is performed. The evacuation traveling by the driving force is executed.

  As described above, according to the present embodiment, when an engine abnormality such as an operation abnormality of the intake valve 74 or the exhaust valve 75 that is an electromagnetically driven valve is determined, a failure time drive control means (fail time control means) 138 ( With SB4, SB6, and SB7), since the vehicle is controlled using the driving force of the motor generator (electric motor) MG1 without using the engine 10 as a power source of the vehicle, the retreat travel performance of the vehicle is improved.

  Further, according to the present embodiment, the fail-time drive control means (fail-time control means) 138 (SB4, SB6, SB7) reduces the engine 10 that has been lowered when the engine 10 is abnormal, such as the intake valve 74 or the exhaust valve 75 being abnormal. Since the driving force source is replaced with the motor generator (electric motor) MG1 in relation to the output torque or the fluctuation (decrease amount) of the output torque, the evacuation traveling performance of the vehicle is improved.

  Further, according to the present embodiment, when the engine is abnormal, such as when the intake valve 74 or the exhaust valve 75, which is an electromagnetically driven valve, is malfunctioning, the fail-time drive control means (fail-time control means) 138 (SB4, SB6, SB7). Thus, since the vehicle is controlled by using the motor generator (electric motor) MG1 in addition to the engine 10 as a power source of the vehicle, the evacuation traveling performance of the vehicle is improved.

  Further, according to the present embodiment, the fail-time drive control means (fail-time control means) 138 (SB4, SB6, SB7) operates the electromagnetically driven valve in relation to the output torque of the engine 10 or the fluctuation of the output torque. Since the motor generator (electric motor) MG1 is added as a driving force source in the event of an abnormality, the retreat travel performance of the vehicle is improved, and unnecessary generation of power by the motor generator MG1 is preferably prevented.

  Further, according to the present embodiment, the fail-time drive control means (fail-time control means) 138 (SB4, SB6, SB7) is configured to connect the engine 10 to the power transmission path when the engine 10 is not used as a drive source. Since the automatic clutch 12 that is connected and disconnected is released, energy loss due to the rotational resistance of the engine 10 can be prevented.

  As mentioned above, although one Example of this invention was described based on drawing, this invention is applied also in another aspect.

  For example, in the engine 10 of the above-described embodiment, the intake valve 74 and the exhaust valve 75 driven by the electromagnetic actuators 76 and 77 are provided for each cylinder, but one of the intake valve 74 and the exhaust valve 75 is electromagnetic. It may be driven by an actuator.

  In the above-described embodiment, the motor generator MG1 is used as an electric motor and a generator. However, the motor generator MG2 may be used as an electric motor and a generator, or both are used as an electric motor and a generator. Also good.

  In the above-described embodiment, when the engine 10 is abnormal, that is, when the intake valve 74 or the exhaust valve 75 is abnormal, the failure control means 112 (SA3 to SA8) responds to the abnormal control of the engine 10 accordingly. Although the shift control is changed, the control of the motor generator (generator) MG1 may be changed. For example, the motor generator (generator) MG1 is controlled according to an abnormality control executed when the operation of the intake valve 74 or the exhaust valve 75, which is an electromagnetically driven valve, is abnormal, that is, according to an increase in the number of cylinders of the engine 10 to be deactivated. In the case where the driving force is insufficient only by suppressing the regenerative control by the engine, the driving power of the vehicle is increased by operating the motor generator MG1 as an electric motor according to the increase in the number of cylinders of the engine 10 whose operation is stopped. It may be. In such a case, the retreat travel performance is further enhanced.

  Further, the engine 10 of the above-described embodiment is capable of switching the number of operating cycles between 2 cycles and 4 cycles and bank switching (cylinder switching), but either one is possible. There may be. An intake valve 74 and an exhaust valve 75 driven by electromagnetic actuators 76 and 77 may be provided for purposes other than cycle number switching and bank switching.

  Further, although the planetary gear type automatic transmission 16 having a plurality of forward gear stages is provided at the rear stage of the engine 10 of the above-described embodiment, a transmission belt is connected to a pair of variable pulleys having variable effective diameters. It may be a belt-type continuously variable transmission or a toroidal-type continuously variable transmission, or may be a parallel two-axis constant-mesh transmission.

  Moreover, although the supercharger 54 was provided in the engine 10 of the above-mentioned Example, it does not necessarily need to be provided.

  In addition, although not illustrated one by one, the present invention can be implemented in variously modified and improved modes based on the knowledge of those skilled in the art.

It is a figure explaining the structure of the automatic transmission for vehicles containing the hydraulic friction engagement apparatus by which engagement hydraulic pressure is controlled by the control apparatus of one Example of this invention. 2 is a chart showing a relationship between combinations of operations of a plurality of hydraulic friction engagement devices and gear stages established thereby in the automatic transmission of FIG. 1. It is a figure explaining the motor | power_engine of the vehicle containing the automatic transmission of FIG. 1, and the principal part of a drive system. It is a figure explaining the variable valve mechanism provided in each cylinder of the engine of FIG. FIG. 5 is a diagram illustrating a configuration of an electromagnetic actuator that is provided in the variable valve mechanism of FIG. 4 and opens and closes an intake valve or an exhaust valve. It is a figure explaining the input-output signal of the electronic control apparatus provided in the vehicle of FIG. 1, FIG. It is a figure which shows the control characteristic of the throttle opening controlled by the electronic controller of FIG. It is a figure which shows the shift diagram used in the shift control by the electronic controller of FIG. It is a figure which shows the operation position of the shift lever provided in the driver's seat vicinity of the vehicle of FIG. 1, and a travel mode selection switch. It is a functional block diagram explaining the principal part of the control function of the electronic controller of FIG. It is a figure which shows the shift line changed by the shift control change means of FIG. 10 with a broken line. It is a figure which shows the switching line changed by the lockup clutch control change means of FIG. 10 with a broken line. It is a flowchart explaining the principal part of the control action by the electronic controller of FIG. It is a functional block diagram explaining the principal part of the control function of the electronic control apparatus of the other Example of this invention, Comprising: It is a figure equivalent to FIG. It is a figure which shows the relationship used for the switching of a drive source in the drive source switching control means of FIG. FIG. 15 is a flowchart for explaining a main part of the control operation by the electronic control device of the embodiment of FIG.

Explanation of symbols

10: Engine 12: Automatic clutch (clutch)
16: Automatic transmission 26: Lock-up clutch 74: Intake valve (electromagnetically driven valve)
75: Exhaust valve (electromagnetically driven valve)
90: Electronic control unit 112: Fail time control means 138: Fail time drive control means (fail time control means)
MG1: Motor generator (electric motor)

Claims (4)

A vehicle control device comprising an electromagnetically driven valve in which at least one of an intake valve and an exhaust valve in each cylinder of an engine is electrically driven,
When the electromagnetically driven valve operates abnormally, any one of a plurality of abnormal time controls is selected to execute the engine abnormal time control, and the vehicle is controlled to operate according to the abnormal time control to be executed. A vehicle control apparatus comprising a control means. 2. The vehicle control apparatus according to claim 1, wherein the failure time control means controls the transmission according to an abnormality time control executed when the electromagnetically driven valve operates abnormally. 2. The vehicle control device according to claim 1, wherein the failure time control means controls the lockup clutch in accordance with an abnormality time control executed when the electromagnetically driven valve operates abnormally. 2. The vehicle control device according to claim 1, wherein the failure time control means controls the electric motor in accordance with an abnormality time control executed when the operation of the electromagnetically driven valve is abnormal.

Images