JP4192907B2 - Auxiliary machine fault diagnosis device for hybrid system - Google Patents

Description

  The present invention relates to a fault diagnosis apparatus for auxiliary equipment of a hybrid system.

  It has an internal combustion engine (engine), a first motor generator (MG1), a second motor generator (MG2), and divides the engine power by a power split mechanism consisting of planetary gears, while directly driving the wheels, The other is a hybrid vehicle that can be used for power generation, in which an oil pump that is a part of an auxiliary machine is connected to the rotor shaft of the first motor generator (MG1) (see, for example, Patent Document 1).

  More specifically, a one-way clutch is disposed between the planetary gear and MG1, and the primary side of the one-way clutch is connected to the transmission shaft connected to the sun gear of the planetary gear, and the secondary side is connected to the rotor shaft of MG1. A drive gear connected to the rotor shaft and a driven gear provided to the oil pump are engaged with each other.

The one-way clutch locks the rotor shaft in a direction to receive the reaction force of the engine and is free in the reverse direction. When the rotation of the sun gear is faster than the rotation of the rotor shaft, the one-way clutch is locked and the rotation of the sun gear is transmitted to the drive gear, thereby driving the oil pump. On the other hand, when the rotation of the rotor shaft is faster than the rotation of the sun gear, the one-way clutch becomes free and the rotation of MG1 is transmitted to the drive gear, thereby driving the oil pump.
Japanese Patent Laid-Open No. 10-169485 JP 9-56009 A JP-A-10-67238 JP 2000-303839 A JP 2001-90570 A Japanese Patent Laid-Open No. 10-285710

  Patent Document 1 does not describe a method for detecting an abnormality of an oil pump driven by the MG1 shaft.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a technique that can diagnose an abnormality of an auxiliary machine such as an oil pump driven by a motor generator shaft of a hybrid system at low cost and with high accuracy.

  In order to achieve the above object, in the auxiliary system fault diagnosis device for a hybrid system according to the present invention, the function and power as an internal combustion engine and a generator that generates power using the power output from the internal combustion engine are output. A first motor generator having a function as an electric motor capable of adjusting the rotational speed of the internal combustion engine, and an auxiliary device that is driven by transmission of the power of the rotating shaft of the first motor generator. A fault diagnosis apparatus for an auxiliary machine of a hybrid system comprising: diagnosing whether or not the auxiliary machine is faulty based on a torque of the first motor generator.

Here, as an auxiliary machine of the hybrid system, an oil pump for an internal combustion engine, a water pump, an air pump, a high-pressure fuel pump, a compressor for an air conditioner, a pump for power steering, a pump for brake, and the like can be exemplified. In addition, an oil pump for transmission can be exemplified.

  If the auxiliary device of the hybrid system is driven by the power of the rotary shaft of the first motor generator being transmitted, whether the auxiliary device has failed accurately based on the torque of the first motor generator Can be diagnosed. Moreover, since it is not necessary to provide another component in order to diagnose the failure of the auxiliary machine, it can be diagnosed at low cost.

  For example, the auxiliary system failure diagnosis apparatus for a hybrid system according to the present invention calculates an auxiliary machine drive torque, which is a torque for driving the auxiliary machine, based on the torque of the first motor generator. It is preferable to diagnose that the auxiliary machine is out of order when the driving torque is outside a predetermined range.

  When the auxiliary machine is normal, the friction increases as the rotational speed of the auxiliary machine increases. Therefore, the rotational speed of the auxiliary machine and the auxiliary machine driving torque have a proportional relationship. Further, even if the auxiliary machine has the same rotation speed, the auxiliary machine drive torque varies depending on the load. Therefore, when the accessory driving torque is lower than the lower limit threshold at a certain rotational speed, it is considered that the torque for driving the accessory is too low. Therefore, the rotational force of the first motor generator is It is possible to diagnose a disconnection failure such as disconnection of the accessory connection mechanism that is not transmitted well. On the other hand, if the auxiliary machine drive torque is higher than the upper threshold, the torque for driving the auxiliary machine is considered to be too high, so it is diagnosed that the auxiliary machine has a burn-in or other malfunction. can do. In other words, it can be diagnosed that the accessory is out of order when the accessory driving torque is outside the predetermined range (lower than the lower threshold or higher than the upper threshold).

  The hybrid system further includes a second motor generator that supplies a driving force to a drive shaft of a vehicle on which the hybrid system is mounted, and the vehicle has only the driving force of the second motor generator. It is preferable to calculate the accessory driving torque when the vehicle is traveling at a speed of 1. This is because the accessory driving torque can be calculated with high accuracy for the following reason.

  For example, in the hybrid system, the planetary carrier rotating shaft of the planetary gear is connected to the rotating shaft of the internal combustion engine, and the power output from the internal combustion engine is transmitted to the outer ring gear and the inner sun gear through the pinion gear. The sun gear rotating shaft is the rotating shaft of the first motor generator, and the ring gear rotating shaft is the rotating shaft of the second motor generator as an output shaft that supplies driving force to the driving shaft of the vehicle equipped with the hybrid system. When the vehicle is traveling only by the driving force of the second motor generator, the internal combustion engine is in a stopped state. In such a case, the first motor generator outputs power so that the rotational speed of the internal combustion engine becomes zero. At that time, if the auxiliary machine requires extra torque compared to the case where the power of the rotary shaft of the first motor generator is not transmitted and driven, the extra torque is An auxiliary machine driving torque that is a torque for driving can be used.

  Even when the internal combustion engine is in an operating state, an extra torque for the case where the auxiliary machine is not configured to be driven by transmission of the power of the rotating shaft of the first motor generator can be used as the auxiliary machine driving torque. However, in such a case, the torque generated by the internal combustion engine is applied to the rotating shaft of the first motor generator, and usually the torque fluctuation of the internal combustion engine is larger than the torque fluctuation of the electric motor. Cannot be calculated.

Note that the torque of the first motor generator in the case where the auxiliary machine is not configured to be driven by transmitting the power of the rotary shaft of the first motor generator is due to the specifications of the first motor generator. It can be easily grasped.

  The hybrid system further includes power transmission means for connecting / cutting off power transmission between the rotary shaft of the first motor generator and the auxiliary machine, and connection of power transmission by the power transmission means; It is preferable to calculate the accessory driving torque based on a difference in torque of the first motor generator before and after switching of the shut-off.

  When the power transmission between the rotary shaft of the first motor generator and the auxiliary machine is connected by the power transmission means, the rotational speed of the first motor generator is set to the predetermined rotational speed. Requires torque for driving the auxiliary machine, and the power transmission means interrupts the power transmission between the rotary shaft of the first motor generator and the auxiliary machine. The rotational speed of the motor generator is higher than the necessary torque for setting the predetermined rotational speed. That is, the difference in torque of the first motor generator before and after switching between connection and disconnection of the power transmission by the power transmission means is an auxiliary machine driving torque that is a torque for driving the auxiliary machine.

  Therefore, if the hybrid system includes power transmission means, the auxiliary machine drive torque is calculated based on the difference in torque of the first motor generator before and after switching between connection and disconnection of power transmission by the power transmission means. In such a case, it is possible to calculate the accessory driving torque regardless of whether or not the vehicle equipped with the hybrid system is running only with the driving force of the second motor generator. Can do.

  In the above-described auxiliary system fault diagnosis apparatus for a hybrid system according to the present invention, it is preferable that the predetermined range is corrected in accordance with a driving state of the auxiliary machine.

  For example, when the auxiliary machine is an oil pump, the viscosity of the oil varies depending on the oil temperature (oil temperature). Therefore, the torque required to make the rotation speed of the oil pump the same according to the oil temperature, that is, Auxiliary machine drive status is different. Therefore, by correcting the predetermined range according to the driving state of the auxiliary machine, it is possible to diagnose whether or not the auxiliary machine has failed based on the torque of the first motor generator with higher accuracy.

  As described above, according to the present invention, it is possible to diagnose an abnormality of an auxiliary machine such as an oil pump driven by a motor generator shaft of a hybrid system with low cost and high accuracy.

  The best mode for carrying out the present invention will be exemplarily described in detail below based on the following embodiments with reference to the drawings. However, the dimensions, materials, shapes, relative arrangements, and the like of the components described in the embodiments are not intended to limit the scope of the present invention only to those unless otherwise specified.

  FIG. 1 is a schematic configuration diagram of a hybrid vehicle 100 equipped with a hybrid system 1 according to the present embodiment. As shown in FIG. 1, the hybrid system 1 includes an internal combustion engine (engine) 2, a first motor generator MG1, a second motor generator MG2, a power split mechanism 3, a speed reducer 4, an inverter 5, a battery 6, An electronic control unit (ECU) 7 and the like are included as main components.

The power split mechanism 3 employs planetary gears (planetary gears). The rotating shaft 52 of the planetary carrier 51 inside the gear mechanism is connected to the crankshaft 21 of the engine 2 via the damper 8 and transmits engine power to the outer ring gear 54 and the inner sun gear 55 through the pinion gear 53. A ring gear rotation shaft 56 that is an output shaft of the hybrid system 1 is directly connected to the MG 2, and is connected to the rotation shafts (drive shafts) 9 a and 10 a of the drive wheels 9 and 10 via the reduction gear 4. On the other hand, the rotating shaft 57 of the sun gear 55 is connected to MG1.

  Then, the auxiliary machine 11 of the hybrid system 1 is driven by transmitting the power of the MG1 rotation shaft, that is, the sun gear rotation shaft 57. In other words, the drive gear provided on the MG1 rotation shaft and the driven gear provided on the auxiliary machine 11 mesh with each other, or the drive pulley provided on the MG1 rotation shaft and the driven pulley provided on the auxiliary machine 11 are connected via a belt. Or connected with a drive rotor for the auxiliary machine 11 provided on the MG1 rotation shaft and a driven rotor provided for the auxiliary machine 11.

  Examples of the auxiliary machine 11 of the hybrid system 1 include an engine oil pump, an engine cooling water pump, an air pump, a high-pressure fuel pump, an air conditioner compressor, a power steering pump, and a brake pump. Can do. In addition, an oil pump that supplies oil for lubricating a hybrid transmission including MG1, MG2, power split mechanism 3, reduction gear 4 and the like is also included. Hereinafter, these hybrid system auxiliary machines are simply referred to as “auxiliary machines”.

  The ECU 7 includes a hybrid control computer (hereinafter referred to as “HVCC”) and an engine control computer (hereinafter referred to as “ECC”). These HVCC and ECC are arithmetic and logic circuits composed of a CPU, ROM, RAM, backup RAM, and the like.

  Various sensors such as an accelerator position sensor (not shown) and a shift position sensor (not shown) attached to the hybrid vehicle 100 are connected to the HVCC via electric wiring, and output signals of the various sensors are input to the HVCC. It is like that. Further, the battery charge state (SOC) is input to the HVCC from the battery computer. And HVCC calculates | requires required engine power based on the detection value or SOC of various sensors, outputs a required value to ECC, calculates required torque, and controls MG1 and MG2.

  On the other hand, various sensors such as a crank position sensor (not shown) are connected to the above-described ECC via electric wiring, and output signals of the various sensors are input to the ECC. In addition, a fuel injection valve or the like is connected to the ECC via electric wiring, and the engine operating state is determined from output signals from various sensors. The determined operating state, the requested value output from the HVCC, and the like are created in advance. The fuel injection valve and the like are controlled based on the map stored in the ROM.

  In the hybrid system 1, the power (torque) generated by the engine 2 and the MG 2 is appropriately used based on the control executed by the ECU 7 and transmitted to the drive wheels 9 and 10 of the vehicle as appropriate. The battery 6 is charged by converting energy and energy generated with deceleration of the vehicle into electric energy.

Hereinafter, the operation of the hybrid system 1 will be described with specific examples.
FIG. 2 explains how the power generated by the engine 2 and MG2 and the power stored in the battery 6 are utilized according to the operating conditions of the hybrid system 1, focusing on the power and power transmission paths. It is a schematic diagram to do. In each of FIGS. 2A, 2B, 2C, and 2D, a solid line arrow indicates a power transmission path, and a broken line arrow indicates a power transmission path.

(1) At system startup When the hybrid system 1 is started, the engine 2 is started to warm up. At this time, a part of the energy generated by the engine 2 is converted into electric energy through the MG 1 and stored in the battery 6 (FIG. 2A). When the warm-up of the engine 2 is completed (when the temperature of the cooling water exceeds a predetermined value), the operation of the engine 2 is stopped.

  The collinear diagram illustrating the shaft rotation speed of the planetary gear of the power split mechanism 3 has a relationship in which the MG1 rotation speed, the engine rotation speed, and the MG2 rotation speed are always connected by a straight line at the rotation speed indicated by the vertical axis. While the engine 2 is warming up, the state is as shown in FIG.

(2) Starting / light-load traveling Under conditions where the thermal efficiency of the engine 2 is low, such as when the hybrid vehicle 100 starts or travels at a low speed, the vehicle that preferentially uses the power generated by the MG 2 (Drive wheels 9 and 10) are driven (FIG. 2B). In such a case, the engine 2 remains stopped. Further, the alignment chart in such a case is as shown in FIG.

(3) During steady running In an operating region where the engine 2 has good engine efficiency, the engine 2 runs mainly using the power generated by the engine 2. The engine power is divided into two paths by the power dividing mechanism 3, and one is transmitted as power to the wheels. The other drive power by driving MG1 and assisting engine power by driving MG2 by the electric power. Then, control is performed so that the power generated by the engine 2 and the power generated by the MG 2 cooperate with each other at an optimum ratio to drive the vehicle (drive wheels 10 and 11) (FIG. 2C). However, the amount of power generated at this time is kept to a minimum in order to increase engine efficiency. The alignment chart in such a case is as shown in FIG.

(4) Reverse drive Reverse drive using only the driving force of MG2. During reverse travel, the engine enters a stopped state or an idle operation state (FIG. 2 (d)). The alignment chart in such a case is as shown in FIG.

  In the hybrid system 1 configured as described above, whether or not a failure has occurred in the auxiliary machine 11 is diagnosed as described below.

  As described above, the auxiliary machine 11 is driven by the rotational force of the MG1 rotation shaft (sun gear rotation shaft) 57. Therefore, when the rotation speed of the MG 1 is made the same, the torque required to drive the auxiliary machine 11 (hereinafter referred to as “auxiliary drive torque”) is supplied to the auxiliary machine 11 from the MG 1 rotary shaft 57. It is necessary more than the case where the configuration is not driven by the rotational force.

  This accessory driving torque can be calculated as follows. Due to the principle of the planetary gear, as shown in FIG. 3, the engine rotational speed, the MG1 rotational speed, and the MG2 rotational speed are always connected in a straight line. Therefore, at the time of start / light load traveling or reverse traveling, the vehicle is traveling (hereinafter referred to as “EV traveling”) only with the driving force of MG2 while the engine 2 is stopped (the engine speed is zero). In, it is necessary to control the MG1 rotational speed so that the engine rotational speed becomes the target rotational speed. Then, HVCC outputs a torque command value to MG1 to control the MG1 rotation speed so that the MG1 rotation speed becomes the predetermined rotation speed, but the torque command value when the MG1 rotation speed becomes the predetermined rotation speed is changed. Tmg1f.

  On the other hand, the auxiliary machine 11 is configured not to be driven by the rotational force of the MG1 rotating shaft, and when the auxiliary machine driving torque is not required, between the MG1 rotational speed and the torque of MG1 required to obtain the rotational speed. Is correlated, and a map is created in advance and stored in the ROM. The torque of MG1 when the predetermined rotational speed is substituted into the map is Tmg1m.

  Then, the torque obtained by subtracting the torque Tmg1m that becomes the predetermined rotational speed when the auxiliary machine driving torque is not required from the torque Tmg1f that becomes the predetermined rotational speed when the auxiliary machine driving torque is required becomes the auxiliary machine driving torque. .

  And the state of the auxiliary machine 11 can be diagnosed as follows using the calculated auxiliary machine drive torque.

  The rotation speed of the auxiliary machine 11 and the auxiliary machine drive torque can be divided into regions as shown in FIG. 4 as parameters. That is, when the accessory driving torque is lower than T1 at a certain rotational speed Nh, the torque for driving the accessory 11 is too low, so that the rotational force of the sun gear rotating shaft 57 is transmitted to the accessory 11 well. It is possible to diagnose a disconnection failure such as disconnection of the auxiliary machine connection mechanism.

  On the other hand, when the accessory driving torque is higher than T2 at a certain rotational speed Nh, the torque for driving the accessory 11 is too high, so that the friction of the accessory 11 is large and the accessory has a malfunction such as seizure. It is possible to diagnose a burn-in failure. When the accessory driving torque is T1 or more and T2 or less, it can be diagnosed that the accessory 11 is normal.

  Therefore, the rotational speed of the auxiliary machine 11 (for example, Nh) when the MG1 rotational speed becomes the predetermined rotational speed is calculated, and the auxiliary machine driving torque at the predetermined rotational speed is calculated from the predetermined speed derived from FIG. If it is within the range (T1 or more and T2 or less), the accessory 11 is normal, and if it is outside the predetermined range (lower than T1 or higher than T2), the accessory 11 is diagnosed as abnormal. be able to. Since the rotation speed ratio between the auxiliary machine 11 and MG1 is predetermined for each auxiliary machine 11, the rotation speed of the auxiliary machine 11 can be calculated based on the MG1 rotation speed.

  Then, the ECU 7 can diagnose whether or not the auxiliary machine 11 has failed by executing the control routine shown in the flowchart of FIG.

  This control routine is a routine that is stored in advance in the ROM of the ECU 7, and is a routine that is executed by the ECU 7 as an interrupt process triggered by the elapse of a fixed time or the input of a pulse signal from the crank position sensor.

  First, in step (hereinafter simply referred to as “S”) 101, it is determined whether or not the vehicle is traveling with only the driving force of MG2 being EV traveling. If an affirmative determination is made in this step, the process proceeds to S102, and if a negative determination is made, execution of this routine is terminated.

  In S102, first, the accessory driving torque is calculated as described above. That is, when the auxiliary machine 11 calculated based on the map from the torque command value Tmg1f when the MG1 rotational speed reaches the target predetermined rotational speed is configured not to be driven by the rotational force of the MG1 rotational shaft 57, The auxiliary machine driving torque is calculated by subtracting the torque Tmg1m necessary to obtain the predetermined rotational speed. Then, from the rotational speed of the auxiliary machine 11 when the MG1 rotational speed is the predetermined rotational speed, the calculated auxiliary machine drive torque, and FIG. 4, the auxiliary machine drive torque is outside the normal range shown in FIG. Alternatively, it is determined whether it is within the burn-in failure range. If an affirmative determination is made, the process proceeds to S103, where it is determined that the auxiliary machine 11 has failed. If a negative determination is made, the process proceeds to S104, where it is determined that the auxiliary machine 11 is normal.

Here, even when the engine is in an operating state, an extra torque for the case where the auxiliary machine 11 is configured not to be driven by the rotational force of the MG1 rotation shaft can be used as the auxiliary machine driving torque. However, when the engine is in an operating state, the torque generated by the engine 2 is applied to the MG1 rotation shaft, and usually the engine torque fluctuation is larger than the motor torque fluctuation. It is not possible to accurately calculate an excessive torque for a case where the configuration is not driven by the rotational force. Therefore, in such a case, the accessory drive torque cannot be calculated with high accuracy.

  On the other hand, by making a diagnosis during EV traveling in this way, it is possible to diagnose whether or not the auxiliary machine 11 is out of order without being affected by torque fluctuation due to combustion of engine fuel. It is possible to diagnose an auxiliary machine failure with high accuracy.

  Even when the auxiliary machine 11 is driven by the rotation of the higher rotation speed of the MG1 rotation shaft or the engine rotation shaft via the one-way clutch, the above-described method is used. It is possible to accurately diagnose whether or not the auxiliary machine 11 is out of order.

  FIG. 6 is a schematic configuration diagram of a hybrid vehicle 100 equipped with the hybrid system 1 according to the present embodiment. In the hybrid system 1 according to the present embodiment, the auxiliary machine 11 is connected to the MG1 rotating shaft 57 via the electromagnetic clutch 12 serving as power transmission means. That is, power transmission between the MG1 rotation shaft and the auxiliary machine 11 is connected (ON / OFF) by the electromagnetic clutch 12. The electromagnetic clutch 12 is switched ON / OFF based on a command from the ECU 7, and the auxiliary machine 11 is driven by the rotational force of the MG1 rotating shaft 57 when the electromagnetic clutch 12 is turned on. It has come to be.

  Note that the ON / OFF switching of the electromagnetic clutch 12 is performed based on a map created in advance for each accessory depending on the operating state of the hybrid system 1 such as the operating state of the engine 2.

  The configuration of the hybrid system 1 according to the present embodiment is different from the first embodiment only in the points described above, and the other parts are the same, and thus detailed description thereof is omitted. In this embodiment, whether or not a failure has occurred in the auxiliary machine 11 is diagnosed as described below.

  In the first embodiment, the auxiliary machine drive torque is obtained when the vehicle is running on EV, and the auxiliary machine 11 is diagnosed based on the auxiliary machine drive torque. However, in this embodiment, When the electromagnetic clutch 12 is switched ON / OFF regardless of whether or not the vehicle is traveling on EV, it is diagnosed whether the auxiliary machine 11 has failed based on the torque difference of MG1 before and after the switching. To do.

  In order for the MG1 rotation speed to be the predetermined rotation speed when the electromagnetic clutch 12 is ON, torque for driving the auxiliary machine 11 is required, and when the electromagnetic clutch 12 is OFF, the MG1 rotation speed Is larger than the required torque for making the predetermined rotational speed. That is, the torque difference of MG1 before and after the ON / OFF switching of the electromagnetic clutch 12 becomes a torque for driving the auxiliary machine 11, and this is hereinafter referred to as “auxiliary machine driving torque”.

  Also in the present embodiment, as in the first embodiment, it is diagnosed whether or not the auxiliary machine 11 has failed based on the calculated auxiliary machine drive torque and the map shown in FIG.

  This will be described based on the flowchart of FIG. 7 according to the control routine executed by the ECU 13. This control routine is a routine that is stored in advance in the ROM of the ECU 13, and is a routine that is executed by the ECU 13 as an interrupt process triggered by the passage of a fixed time or the input of a pulse signal from the crank position sensor.

  First, in S201, it is determined whether or not the electromagnetic clutch 12 is ON / OFF switched. That is, it is determined whether ON / OFF is switched between the previous flow and the current flow. If an affirmative determination is made in this step, the process proceeds to S202, and if a negative determination is made, execution of this routine is terminated.

  In S202, it is determined whether or not the accessory driving torque calculated as described above is outside the predetermined range indicating the normal range shown in FIG. 4, that is, whether it is within the cutting failure range or the burn-in failure range. If an affirmative determination is made, the process proceeds to S203, where it is determined that the auxiliary machine 11 is out of order. If a negative determination is made, the process proceeds to S204, where it is determined that the auxiliary machine 11 is normal.

  Thus, by diagnosing whether or not the auxiliary machine 11 is normal, it is possible to accurately diagnose whether or not the auxiliary machine 11 is normal regardless of whether or not the vehicle is running on EV. .

  In the first and second embodiments described above, whether or not the auxiliary machine 11 has failed is diagnosed based on the calculated auxiliary machine driving torque and the map shown in FIG. In consideration of the driving state of the auxiliary machine 11, it is diagnosed whether or not there is a failure.

  For example, when the auxiliary machine 11 is an oil pump, the viscosity of the oil varies depending on the temperature of the oil (oil temperature). Therefore, even if the same power is transmitted, the rotation speed of the oil pump depends on the oil temperature. Different. As described above, when the auxiliary machine 11 is an oil pump, the driving state of the oil pump differs depending on the state of the oil to be supplied. Therefore, the state of factors that influence the driving state is also considered. And diagnose whether it is malfunctioning. That is, the driving state of the auxiliary machine 11 is a concept including a state of a factor that affects the driving state.

  When the auxiliary machine 11 is an oil pump, the viscosity of the oil varies depending on the oil temperature. Therefore, the torque required to make the rotation speed of the oil pump the same varies depending on the oil temperature. That is, when the auxiliary machine 11 is an oil pump, the map shown in FIG. 4 shows a region at a specific oil temperature Toil. For example, when the oil temperature at a certain point is lower than the Toil by X, as shown in FIG. 8, even if the oil temperature is the same auxiliary machine rotation speed Nh as the Toil, it is larger than the torque T1 by Y. Torque (T1 + Y) is a threshold value between a cutting failure and normality, and a torque (T2 + Y) that is Y higher than the torque T2 is a threshold value between normality and burn-in failure. The relationship between the oil temperature difference X from a specific oil temperature Toil and the torque threshold correction amount Y is as shown in FIG.

  The above is a case where the auxiliary machine 11 is an oil pump. Similarly, when the auxiliary machine 11 is other than the oil pump, similarly, in the case of a specific driving state (temperature Toil in the case of the oil pump) ( A map serving as a base indicating a diagnosis region of a factor state that influences the driving state (including the case of a certain state) is created as shown in FIG. On the other hand, the relationship between the amount of change from the specific drive state (X in the above case) and the correction amount of auxiliary machine drive torque (Y in the above case) is obtained in advance to obtain a correction map as shown in FIG. Create. And when diagnosing whether or not the auxiliary machine has failed, taking into account the driving state of the auxiliary machine at that time, set the diagnostic area based on the base map and the correction map, It is diagnosed whether or not the accessory has failed depending on which region the calculated accessory driving torque belongs to. By doing so, it is possible to accurately diagnose whether the auxiliary machine 11 is out of order.

1 is a diagram illustrating a schematic configuration of a hybrid vehicle according to a first embodiment. It is the schematic which shows the transmission path | route of the motive power and electric power of the hybrid system which concerns on Example 1. FIG. It is a figure which shows the alignment chart of the hybrid system which concerns on Example 1. FIG. It is a map which shows the relationship between the auxiliary machine rotation speed, the auxiliary machine drive torque, and the normal / failure of the auxiliary machine. 3 is a flowchart of a control routine for determining normal / failure of an auxiliary machine in the configuration of the first embodiment. FIG. 5 is a diagram illustrating a schematic configuration of a hybrid vehicle according to a second embodiment. 7 is a flowchart of a control routine for determining normal / failure of an auxiliary machine in the configuration of the second embodiment. It is a map which shows the relationship between auxiliary machine rotation speed, auxiliary machine drive torque, and the normality / failure of an auxiliary machine when the driving state of an auxiliary machine changes. It is a figure which shows the relationship between the variation | change_quantity of the drive state of an auxiliary machine, and the correction amount of auxiliary machine drive torque.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Hybrid system 2 Engine 3 Power split mechanism 4 Reduction gear 5 Inverter 6 Battery 7 ECU
8 Damper 9, 10 Drive Wheel 11 Auxiliary Machine 21 Crankshaft 51 Planetary Carrier 52 Planetary Carrier Rotating Shaft 53 Pinion Gear 54 Ring Gear 55 Sun Gear 56 Ring Gear Rotating Shaft (Output Shaft, MG2 Rotating Shaft)
57 Sun gear rotation shaft (MG1 rotation shaft)
100 Hybrid vehicle MG1 First motor generator MG2 Second motor generator

Claims (5)

An internal combustion engine;
A first motor generator that has both a function as a generator that generates power using power output from the internal combustion engine and a function as a motor that outputs power and can adjust the rotational speed of the internal combustion engine;
An auxiliary machine that is driven by transmission of the power of the rotating shaft of the first motor generator;
A fault diagnosis device for the auxiliary machine of a hybrid system comprising:
An auxiliary machine failure diagnosis apparatus for a hybrid system, which diagnoses whether or not the auxiliary machine has failed based on the torque of the first motor generator.   An auxiliary machine driving torque that is a torque for driving the auxiliary machine is calculated based on the torque of the first motor generator, and the auxiliary machine fails when the auxiliary machine driving torque is out of a predetermined range. The auxiliary system failure diagnosis apparatus for a hybrid system according to claim 1, wherein the fault diagnosis apparatus is diagnosed as having been detected. The hybrid system further includes a second motor generator for supplying driving force to a drive shaft of a vehicle equipped with the hybrid system.
3. The auxiliary system fault diagnosis apparatus for a hybrid system according to claim 2, wherein the auxiliary machine driving torque is calculated when the vehicle is traveling only with the driving force of the second motor generator. The hybrid system further includes power transmission means for connecting / cutting off power transmission between the rotary shaft of the first motor generator and the auxiliary machine,
3. The hybrid system according to claim 2, wherein the accessory driving torque is calculated based on a difference in torque of the first motor generator before and after switching between connection and disconnection of power transmission by the power transmission means. Auxiliary machine fault diagnosis device.   The auxiliary system failure diagnosis apparatus for a hybrid system according to any one of claims 2 to 4, wherein the predetermined range is corrected in accordance with a driving state of the auxiliary machine.

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