JP4576702B2 - Vehicle drive device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
In the present invention, the motor generator and the auxiliary devices arranged outside the driving force transmission system from the internal combustion engine to the wheels are interlocked, and the selection can be selected between interlocking and non-interlocking between the motor generator and the internal combustion engine. The present invention relates to a vehicle drive device including an interlocking mechanism.
[0002]
[Prior art]
2. Description of the Related Art Conventionally, there are known vehicle drive devices (Japanese Patent Laid-Open Nos. 11-147424 and 9-324668) in which a motor generator is connected to an internal combustion engine via a power distribution mechanism. In this prior art, a motor generator and accessories such as a compressor for an air conditioner (air conditioner) and a pump for power steering are linked by a power distribution mechanism such as a pulley and a belt. The power distribution mechanism is connected to the drive shaft of the internal combustion engine via a clutch.
[0003]
In the conventional technology, with such a configuration, during normal running, the clutch is connected and the motor generator generates power by the output of the internal combustion engine. And an economy running system (automatic stop / start system that automatically stops the internal combustion engine when the vehicle stops running at an intersection, etc. to improve fuel efficiency, and automatically starts the internal combustion engine during start operation) When starting automatically, the clutch is connected and the internal combustion engine is rotated by the output of the motor generator. During the period in which the operation of the internal combustion engine is automatically stopped in this economy running system (hereinafter referred to as “eco-run system”), the motor generator is generated without rotating the drive shaft of the internal combustion engine by disengaging the clutch. As a result, the auxiliaries are driven, and the power consumption of the motor generator is reduced to improve fuel efficiency.
[0004]
[Problems to be solved by the invention]
However, the eco-run system as described above or other processing may frequently cause the clutch for interlocking the motor generator and the internal combustion engine to be repeatedly interrupted. Due to such frequent clutch engagement, the clutch may be worn and the clutch connection may be abnormal.
[0005]
In such a case, power generation by the motor generator, driving of auxiliary equipment at the time of automatic stop, starting / starting at the time of automatic start, etc. cannot be normally executed, and there is a possibility that the operation of the internal combustion engine may be hindered. is there. Therefore, in order to avoid road faults in such cases, the vehicle is operated by performing limp home (a function that covers the abnormality by the control when the internal combustion engine or the like is abnormal so that it can be operated to the nearest dealer or service factory). It is necessary to make it possible to travel.
[0006]
For example, in a series / parallel hybrid vehicle (Japanese Patent Laid-Open No. 11-332009) in which a generator and a motor are arranged in a driving force transmission system from an internal combustion engine to wheels, a clutch provided between the generator and the motor is used. When an abnormality occurs, the clutch is disengaged and fixed to the series hybrid system so that it can run.
[0007]
However, the processing at the time of clutch abnormality applied to such a series / parallel hybrid vehicle cannot be applied because the configuration is completely different in the vehicle using the motor generator as described above. In other words, since the motor generator serves as both a generator and an electric motor, if the clutch between the motor generator and the internal combustion engine is simply disengaged, driving of the auxiliary machinery by the motor generator and driving of the internal combustion engine are different. It becomes a system. For this reason, a situation occurs in which the internal combustion engine is not sufficiently cooled, resulting in overheating, and the internal combustion engine cannot be driven sufficiently long.
[0008]
Even in an internal combustion engine using a motor generator arranged outside the driving force transmission system from the internal combustion engine to the wheels, the present invention can prevent overheating and drive the internal combustion engine sufficiently long to ensure the limp home. An object of the present invention is to provide a vehicle drive device.
[0009]
[Means for Solving the Problems]
  In the following, means for achieving the above object and its effects are described.
  According to a first aspect of the present invention, there is provided a vehicle drive device that interlocks a motor generator and auxiliary equipment disposed outside a driving force transmission system from an internal combustion engine to wheels, and selects between interlocking and non-interlocking of the internal combustion engine with respect to the motor generator. A vehicle drive device including a selection interlocking mechanism that can detect an abnormality in interlocking between the motor generator and the internal combustion engine, and when an abnormality in interlocking is detected by the abnormality detecting unit, The interlocking between the motor generator and the internal combustion engine by the selective interlocking mechanism is prohibited, and the motor generator is switched from the power generation state by driving the internal combustion engine to the driving state in which the auxiliary machinery is rotated by the driving force of the motor generator itself.And limit the output of the internal combustion engineAnd an abnormality processing means.
[0010]
The abnormality processing means first prohibits the interlock between the motor generator and the internal combustion engine by the selection interlock mechanism when the abnormality detection means detects the interlock abnormality, and the motor generator generates power by driving the internal combustion engine. The state is switched to a driving state in which auxiliary machinery is rotated by the driving force of the motor generator itself. As a result, the auxiliary machines can be driven without depending on the driving force of the internal combustion engine. Therefore, even when the auxiliary machinery includes a power steering pump, the steering can be performed without any trouble. In addition, the internal combustion engine can be cooled even when the auxiliary machinery includes a water pump for cooling water.
[0011]
Moreover, since the interlocking between the motor generator and the internal combustion engine by the selective interlocking mechanism is actively prohibited, even if the selective interlocking mechanism is functioning incompletely, it is left in a halfway interlocking state. In other words, the influence of frictional heat on other mechanisms is also prevented.
[0012]
  In this way, it is possible to continue the operation of the internal combustion engine for a sufficiently long time so that the vehicle can travel, and to ensure the limp home.
  Note that “interlocking” as used herein includes not only the case where the components are directly connected to each other but also the configuration that forms a unified rotational state by being indirectly connected through another mechanism. It is a waste.
Further, the abnormality processing means further restricts the output of the internal combustion engine when the interlock abnormality is detected by the abnormality detection means. Since the water pump drive by the motor generator has a limited cooling effect unlike the drive by the internal combustion engine, limiting the output of the internal combustion engine prevents the internal combustion engine from becoming a high output, thereby overheating the internal combustion engine. Can be prevented.
Therefore, even with such a configuration, it is possible to continue the operation of the internal combustion engine for a sufficiently long time so that the vehicle can travel and to ensure the limp home.
[0015]
  ContractClaim2In the described vehicle drive device, the claim1In the configuration described above, the limitation on the output of the internal combustion engine by the abnormality time processing means is a process of setting the vehicle speed to be equal to or less than the limit vehicle speed for suppressing the output of the internal combustion engine by adjusting the intake air amount or the fuel amount to the internal combustion engine. .
[0016]
  In this way, by limiting the vehicle speed and prohibiting traveling at high output, overheating of the internal combustion engine can be prevented.
  Claim3In the described vehicle drive device, the claim1 or 2In the configuration described above, when the abnormality processing means functions, it is provided with power consumption suppression means for stopping a mechanism that does not interfere with vehicle travel even if the power consumption mechanism is stopped. To do.
[0017]
In this way, the power consumption suppressing means stops the mechanism that does not interfere with vehicle travel even when stopped, thereby saving the power required for driving the motor generator and storing the battery consumed by the motor generator. The amount can be used over a long period of time. For this reason, it is possible to continue the operation of the internal combustion engine for a longer time and to drive the vehicle.
[0018]
  Claim4In the described vehicle drive device, the claim3In the described configuration, the mechanism that does not interfere with vehicle travel even when stopped is an air conditioner.
  When the abnormal time processing means function in this way, the power consumption suppression means stops the air conditioner, so that the motor generator does not consume energy for driving the air conditioner, so the battery charge amount is used for a long time. It becomes possible to do.
[0019]
  Claim5In the described vehicle drive device, the claim1-4In the configuration described in any of the above, a first battery for a motor generator and a second battery for a mechanism other than the motor generator are provided, and when the motor generator is in a power generation state, the first battery and the second battery from the motor generator are provided. Charging power is supplied to both the battery and when the motor generator is in a driving state, driving power is supplied from the first battery to the motor generator and charging power is supplied from the first battery to the second battery. And a charging control means for adjusting the power supply for charging from the first battery to the second battery when the abnormality processing means functions. To do.
[0020]
  In the relationship between the motor generator, the first battery, and the second battery in which the power supply path is configured as described above, the charging control means is for charging from the first battery to the second battery when the abnormality processing means functions. The power supply is adjusted. With this adjustment, it is possible to adjust the charged amount of the first battery for supplying power to the motor generator and the charged amount of the second battery for other mechanisms so that the internal combustion engine can be driven for a long time. For this reason, it is possible to continue the operation of the internal combustion engine for a longer time and to drive the vehicle.
In the vehicle drive device according to claim 6, the motor generator and the auxiliary devices arranged outside the driving force transmission system from the internal combustion engine to the wheels are interlocked with each other, and whether the internal combustion engine is interlocked or not interlocked with the motor generator is selected. A vehicle drive device including a selection interlocking mechanism that can detect an abnormality in interlocking between the motor generator and the internal combustion engine, and when an abnormality in interlocking is detected by the abnormality detecting unit, An abnormal process that switches the motor generator from the power generation state driven by the internal combustion engine to the driving state that rotates the auxiliary machinery by the driving force of the motor generator itself by prohibiting the interlocking between the motor generator and the internal combustion engine by the selection interlocking mechanism. And a first battery for the motor generator and a second battery for a mechanism other than the motor generator are provided. When the motor generator is in a power generation state, charging power is supplied from the motor generator to both the first battery and the second battery, and when the motor generator is in a drive state, the first battery is supplied to the motor generator. The power supply path is configured to supply the driving power and the charging power from the first battery to the second battery, and when the abnormality processing means functions, the first battery is connected to the second battery. Charge control means for adjusting the power supply for charging to the battery is provided.
The abnormality processing means first prohibits the interlock between the motor generator and the internal combustion engine by the selection interlock mechanism when the abnormality detection means detects the interlock abnormality, and the motor generator generates power by driving the internal combustion engine. The state is switched to a driving state in which auxiliary machinery is rotated by the driving force of the motor generator itself. As a result, the auxiliary machines can be driven without depending on the driving force of the internal combustion engine. Therefore, even when the auxiliary machinery includes a power steering pump, the steering can be performed without any trouble. In addition, the internal combustion engine can be cooled even when the auxiliary machinery includes a water pump for cooling water.
Moreover, since the interlocking between the motor generator and the internal combustion engine by the selective interlocking mechanism is actively prohibited, even if the selective interlocking mechanism is functioning incompletely, it is left in a halfway interlocking state. In other words, the influence of frictional heat on other mechanisms is also prevented.
In this way, it is possible to continue the operation of the internal combustion engine for a sufficiently long time so that the vehicle can travel, and to ensure the limp home.
Note that “interlocking” as used herein includes not only the case where the components are directly connected to each other but also the configuration that forms a unified rotational state by being indirectly connected through another mechanism. It is a waste.
Further, in the relationship between the motor generator, the first battery, and the second battery in which the power supply path is configured as in the above configuration, the charge control means is configured such that when the abnormal time processing means functions, the charge control means changes from the first battery to the second battery. The power supply for charging is adjusted. With this adjustment, it is possible to adjust the charged amount of the first battery for supplying power to the motor generator and the charged amount of the second battery for other mechanisms so that the internal combustion engine can be driven for a long time. Therefore, even with such a configuration, it is possible to continue the operation of the internal combustion engine for a long time and to drive the vehicle.
[0021]
  In the vehicle drive device according to claim 7, the claim5 or 6The configuration described above is characterized in that the charge control means stops charging power supply from the first battery to the second battery.
[0022]
The charging control means may stop the supply of charging power from the first battery to the second battery, and can maintain the amount of power stored in the first battery for a long time, so that the motor generator can be driven for a long time.
[0023]
  In the vehicle drive device according to claim 8, the claim5 or 6In the configuration described above, the charge control unit is configured to prevent the second battery from being completely discharged first by adjusting the power supply for charging from the first battery to the second battery. To do.
[0024]
  As a result, even when the second battery is rapidly depleted, the power source of the ignition system and the control system is maintained by the first battery, so that it is not necessary to stop the internal combustion engine at an early stage.
  In the vehicle drive device according to claim 9,5 or 6In the configuration described above, the charge control means approximates the time until the first battery and the second battery are completely discharged by adjusting the power supply for charging from the first battery to the second battery. It is characterized by that.
[0025]
By approximating the time until the complete discharge of the first battery and the second battery in this way, even if the stored amount of the second battery rapidly decreases, the power supply from the first battery side causes the second battery to Charging can be performed. For this reason, it is possible to drive not only the motor generator but also other mechanisms such as an ignition system and a control system driven by the second battery in parallel with the motor generator. Can be further ensured.
[0026]
According to a tenth aspect of the present invention, in the configuration according to any one of the first to ninth aspects, the selection interlocking mechanism includes a rotation transmission mechanism that interlocks a motor generator and auxiliary machinery, the rotation transmission mechanism, and the internal combustion engine. And a clutch mechanism for switching between interlocking with the engine.
[0027]
Thus, since the selection interlocking mechanism is provided with the rotation transmission mechanism and the clutch mechanism described above, the internal combustion engine and the motor generator can be brought into a non-interlocking state when the clutch mechanism is turned off. .
[0028]
In the vehicle drive device according to claim 11, in the configuration according to any one of claims 1 to 10, when the engine stop condition is satisfied, the internal combustion engine is automatically stopped and the motor generator and the internal combustion engine are not interlocked, An automatic stop / starting means for automatically starting the internal combustion engine and interlocking the motor generator and the internal combustion engine when the start condition is satisfied is provided.
[0029]
In the configuration provided with such automatic stop / starting means, the selective interlocking mechanism frequently repeats interlocking and non-interlocking between the motor generator and the internal combustion engine. For this reason, an interlocking abnormality between the motor generator and the internal combustion engine is likely to occur, so that the above-described operational effect becomes more remarkable.
[0030]
DETAILED DESCRIPTION OF THE INVENTION
[Embodiment 1]
FIG. 1 is a system configuration diagram of a vehicle internal combustion engine to which the above-described invention is applied and a control device therefor. Here, a gasoline engine (hereinafter referred to as “engine”) 2 is used as the internal combustion engine.
[0031]
The output of the engine 2 is output from the crankshaft 2a of the engine 2 to the output shaft 6a side via a torque converter 4 and an automatic transmission (hereinafter referred to as “A / T”) 6, and finally the wheels Is transmitted to. Apart from this, the output of the engine 2 is transmitted to the belt 14 via a pulley 10 connected to the crankshaft 2a. The other pulleys 16 and 18 are rotated by the output transmitted by the belt 14. The pulley 10 is provided with an electromagnetic clutch 10a, which is turned on (connected) and turned off (cut off) as necessary, so that transmission / non-transmission of output can be switched between the pulley 10 and the crankshaft 2a. Is.
[0032]
Of the pulleys 16 and 18, the pulley 16 is connected to the rotating shaft of the auxiliary machinery 22 so that it can be driven by the rotational force transmitted from the belt 14. Examples of the auxiliary machinery 22 include an air conditioner compressor, a power steering pump, an engine cooling water pump, and the like. Although shown as one auxiliary machine 22 in FIG. 1, one or more of an air conditioner compressor, a power steering pump, an engine cooling water pump, and the like actually exist. And it comprises so that it may rotate in conjunction with the belt 14 by providing a pulley, respectively. In the first embodiment, it is assumed that an air conditioner compressor, a power steering pump, and an engine cooling water pump are provided as the auxiliary machinery 22.
[0033]
Further, a motor generator (hereinafter referred to as “M / G”) 26 is interlocked with the belt 14 by the pulley 18. The M / G 26 functions as a generator as needed (hereinafter referred to as “power generation mode” or “regeneration mode”), and thereby the rotational force transmitted from the engine 2 or wheels via the pulley 18 is converted into electric energy. Convert to Further, the M / G 26 functions as a motor (hereinafter referred to as “driving mode”) as necessary to rotate one or both of the engine 2 and the auxiliary machinery 22 via the pulley 18 and the belt 14.
[0034]
Here, the M / G 26 is electrically connected to the inverter 28. When the M / G 26 is set to the power generation mode or the regenerative mode, the inverter 28 is switched, so that the M / G 26 has a low voltage with respect to the battery 30 for the high-voltage power source (36V in this case) and via the DC / DC converter 32. The battery 34 for power supply (12V in this case) is switched to be a power source for the ignition system, meters, ECUs, etc. so as to charge electric energy.
[0035]
When the M / G 26 is set to the drive mode, the inverter 28 drives the M / G 26 by supplying power to the M / G 26 from the high-voltage power supply battery 30 that is a power source. Thus, via the pulley 18 and the belt 14, the auxiliary machinery 22 is rotated when the engine is stopped, and the crankshaft 2a is rotated as necessary at the time of automatic start, automatic stop or vehicle start. The inverter 28 can adjust the rotational speed of the M / G 26 by adjusting the supply of electric energy from the high-voltage power supply battery 30.
[0036]
A starter 36 is provided to start the engine during cold start. The starter 36 is supplied with electric power from the low-voltage power supply battery 34 and rotates the ring gear to start the engine 2.
[0037]
The A / T 6 is provided with an electric hydraulic pump 38 to which electric power is supplied from the low-voltage power supply battery 34, and supplies hydraulic oil to the hydraulic control unit inside the A / T 6. This hydraulic oil adjusts the operating states of the clutch, brake, and one-way clutch inside the A / T 6 by a control valve in the hydraulic pressure control unit, and switches the shift state as necessary.
[0038]
The eco-run ECU 40 executes the above-described on / off switching of the electromagnetic clutch 10a, mode control of the M / G 26 and the inverter 28, control of the starter 36, control of the amount of charge for the batteries 30 and 34, and the like. Further, driving on / off of the auxiliary machinery 22 excluding the water pump, driving control of the electric hydraulic pump 38, shift control of A / T6, fuel injection control by the fuel injection valve (intake port injection type or in-cylinder injection type) 42, electric motor The opening degree control of the throttle valve 46 by 44 and other engine control are executed by the engine ECU 48. In addition, by providing a VSC (Vehicle Stability Control) -ECU 50, automatic control of the brakes of each wheel is also executed.
[0039]
The eco-run ECU 40 detects the rotation speed of the rotation shaft of the M / G 26 from the rotation speed sensor built in the M / G 26, whether the driver has started the eco-run system, and other data from the eco-run switch. Further, the engine ECU 48 detects the engine cooling water temperature THW from the water temperature sensor, whether the accelerator pedal is depressed from the idle switch, the accelerator opening ACCP from the accelerator opening sensor, the steering angle θ of the steering from the steering angle sensor, the vehicle speed SPD from the vehicle speed sensor, The throttle opening sensor detects the throttle opening TA, the shift position SHFT from the shift position sensor, the engine speed sensor detects the engine speed NE, the air conditioner switch turns on / off, and other data is detected for engine control and the like. . The VSC-ECU 50 also detects whether or not the brake pedal is depressed and other data from the brake switch for braking control and the like.
[0040]
Each of these ECUs 40, 48, and 50 is configured with a microcomputer as a center, and the CPU executes necessary arithmetic processing in accordance with a program written in the internal ROM, and various types of ECUs 40, 48, and 50 are performed based on the calculation results. Control is being executed.
These arithmetic processing results and the data detected as described above can be communicated with each other between the ECUs 40, 48, 50, and the data is exchanged as necessary to execute the control in conjunction with each other. It is possible to do.
[0041]
Next, a control process executed by the eco-run ECU 40 will be described. Although not specifically shown, the eco-run ECU 40 automatically stops the engine 2 by executing an automatic stop process when an automatic stop condition is satisfied, such as when the vehicle stops due to a signal at an intersection. is doing. During the automatic stop of the engine 2, the electromagnetic clutch 10a is disconnected and the M / G 26 is driven to rotate the air conditioner compressor and the power steering pump in response to the air conditioner drive request or the power steering drive request. Further, when the automatic start condition is satisfied during such automatic stop, an automatic start process is executed, the electromagnetic clutch 10a is connected, the vehicle is started by driving the M / G 26, and the engine 2 is automatically started. I am letting.
[0042]
Next, the interlock mechanism abnormality control process executed by the eco-run ECU 40 is shown in the flowchart of FIG. This process is a process that is repeatedly executed in a short cycle. The steps in the flowchart corresponding to the individual processing contents are represented by “S˜”.
[0043]
When the interlock mechanism abnormality control process is started, it is determined whether or not a limp home control process to be described later is being executed (S110). If the limp home control process is being executed (“NO” in S110), this process is temporarily terminated as it is. If the limp home control process is not being executed (“YES” in S110), it is determined whether the M / G 26 is in the power generation mode or the regeneration mode (S120). The power generation mode is one of the power generation states as described above, and the M / G 26 is rotated by the output of the engine 2 via the pulley 10, the belt 14, and the pulley 18 when the electromagnetic clutch 10a is in a connected state during normal traveling. It shows a state where power is being generated. The regenerative mode is also one of the power generation states. At the time of fuel cut when the vehicle is decelerated, the M / G 26 is rotated by the rotational force transmitted from the wheels to the crankshaft 2a. This shows a state in which the traveling energy is recovered as electric energy.
[0044]
If it is neither the power generation mode nor the regeneration mode (“NO” in S120), this processing is temporarily terminated as it is. If it is the power generation mode or the regeneration mode (“YES” in S120), it is next determined whether or not it is immediately after the electromagnetic clutch 10a is turned on (S130). If it is immediately after the electromagnetic clutch 10a is turned on (“NO” in S130), the electromagnetic clutch 10a may not be in a completely connected state, so this process is temporarily terminated as it is.
[0045]
On the other hand, if not immediately after the electromagnetic clutch 10a is turned on ("YES" in S130), the engine speed NE detected on the engine ECU 48 side is read into a work area provided in the RAM of the eco-run ECU 40 (S140). Next, the rotational speed NMG of the M / G 26 is read into a work area provided in the RAM of the eco-run ECU 40 (S150). Then, it is determined whether or not the relationship is established as in the following expression 1 (S160).
[0046]
[Expression 1]
NMG <Rd × NE−α [Formula 1]
Here, Rd represents the pulley ratio between the pulleys 10 and 18. That is, if the interlocking mechanism including the pulleys 10 and 18 and the belt 14 is not slipping, the relationship “NMG = Rd × NE” is established. Formula 1 indicates that the rotation of the M / G 26 that receives the rotational force from the crankshaft 2a side is smaller than Rd × NE, and that the difference in the rotational speed representing the degree of the reduction is larger than the value α. Show. The value α is set to an appropriate value, but may be “0”.
[0047]
If the relationship of Formula 1 is not satisfied (“NO” in S160), it is determined that the electromagnetic clutch 10a controlled to be in a connected state has not slipped, and thus this process is temporarily terminated.
[0048]
If the relationship of Formula 1 is satisfied (“YES” in S160), it will be found that the electromagnetic clutch 10a is slipping despite being controlled to be in the connected state. The control processing of the M / G 26 performed is stopped (S170). That is, the power generation mode that was performed during normal travel and the regeneration mode that was performed during deceleration are stopped.
[0049]
Next, a warning is displayed (S180). That is, an abnormality warning is displayed on a display provided on a dashboard or the like and a warning lamp is turned on to notify the driver of the occurrence of the abnormality. Next, the DC / DC converter 32 is turned off (S190). This prevents power from being supplied from the high-voltage power supply battery 30 to the low-voltage power supply battery 34 side.
[0050]
Then, execution of the limp home control process shown in FIG. 3 is set (S200).
In this way, this process is once completed. When step S200 is executed, the limp home control process is being executed in the next control cycle ("NO" in S110), so that the substantial process is not performed in the interlock mechanism abnormality control process.
[0051]
Next, the limp home control process will be described based on the flowchart of FIG. By executing step S200, the process is repeatedly executed in a short period. First, the electromagnetic clutch 10a is turned off (S210). As a result, the electromagnetic clutch 10a in the slip state is completely disconnected.
[0052]
Next, the air conditioner is turned off (S220). It also includes maintaining the air conditioner off if it is already off. This eliminates the load on the air conditioner compressor that occurs when the air conditioner is on.
[0053]
Next, the M / G 26 is set to the drive mode (S230), and the output control of the M / G 26 is performed (S240). This drives the auxiliary machinery 22, that is, the power steering pump and the engine cooling water pump. At this time, the output of the M / G 26 is controlled so that the rotational speed becomes the idle rotational level. However, the load of the power steering pump is applied to the M / G 26 only when the steering operation is performed. The engine cooling water pump is always a load of M / G26.
[0054]
Next, a request for engine output restriction control is output to the engine ECU 48 (S250). In this way, this process is once completed.
When there is a request for engine output restriction control from the eco-run ECU 40, the engine ECU 48 stops the normal opening degree control for the throttle valve 46 and executes the engine output restriction control process shown in FIG. This process is repeatedly executed in a short cycle. When the engine output restriction control process is started, first, the actual throttle opening TA detected by the throttle opening sensor is read into a work area provided in the RAM of the engine ECU 48 (S310). Next, similarly to the normal time, the target throttle opening degree TAt is calculated from the map based on the accelerator opening degree ACCP that is the depression amount of the accelerator pedal (S320). Next, based on the current operating state, for example, the A / T6 shift position SHFT and vehicle speed SPD, the vehicle speed SPD is stabilized at 60 km / h (corresponding to the limit vehicle speed for suppressing the output of the internal combustion engine) from the map. The degree TA60 is calculated (S330). Then, it is determined whether or not the target throttle opening degree TAt is larger than the limit vehicle speed throttle opening degree TA60 (S340).
[0055]
If TAt ≦ TA60 (“NO” in S340), the present process is terminated. That is, the value obtained in step S320 is set as the target throttle opening degree TAt.
[0056]
On the other hand, if TAt> TA60 (“YES” in S340), it is then determined whether or not the actual throttle opening degree TA is greater than the limit vehicle speed throttle opening degree TA60 (S350). If TA> TA60 (“YES” in S350), the target throttle opening degree TAt is calculated as in the following equation 2 (S360), and this process is temporarily terminated.
[0057]
[Expression 2]
TAt ← TAt−dTA [Formula 2]
The gradual decrease correction amount dTA is a value for gradually reducing the target throttle opening degree TAt.
[0058]
If TA ≦ TA60 (“NO” in S350), the limit vehicle speed throttle opening TA60 is set as the target throttle opening TAt (S370), and the present process is temporarily terminated.
[0059]
As a result, the engine 2 is prevented from having an output such that the vehicle speed SPD exceeds 60 km / h. If the vehicle speed SPD has already exceeded 60 km / h, the vehicle speed SPD is gradually reduced to 60 km / h.
[0060]
The timing chart of FIG. 5 shows the case where it is determined that the interlocking mechanism has become abnormal at time t1, and at this time, the electromagnetic clutch 10a is off, the air conditioner is off, the M / G 26 is in the drive mode, and the DC / DC Converters 32 are each switched off. Then, the vehicle speed SPD is gradually decelerated from a high speed (for example, 80 km / h) state to 60 km / h by an engine output restriction control process (FIG. 4).
[0061]
In the configuration described above, the pulleys 16 and 18 and the belt 14 correspond to a rotation transmission mechanism, and the electromagnetic clutch 10a and the pulley 10 correspond to a clutch mechanism. Steps S120 to S160 of the interlocking mechanism abnormality control process (FIG. 2) are processing as abnormality detecting means, step S190 is processing to be charging control means, and steps S210 and S230 to S250 of limp home control processing (FIG. 3). In addition, the engine output restriction control process (FIG. 4) corresponds to the process as the abnormality process means, and step S220 of the limp home control process (FIG. 3) corresponds to the process as the power consumption suppression means.
[0062]
According to the first embodiment described above, the following effects can be obtained.
(I). When an abnormality of the interlocking mechanism is detected in the interlocking mechanism abnormality control process (FIG. 2) (“YES” in S160), a limp home control process (FIG. 3) is executed to disconnect the electromagnetic clutch 10a. (S210) prohibits the linkage between the M / G 26 and the engine 2. The M / G 26 is switched from a power generation state by driving the engine 2 to a driving state in which the auxiliary machinery 22 is rotated by the driving force of the M / G 26 itself (S230, S240). As a result, the auxiliary machinery 22 can be driven without depending on the driving force of the engine 2. Therefore, the power steering pump included in the auxiliary machinery 22 functions continuously and can perform steering without any trouble. Moreover, since the auxiliary machinery 22 includes a water pump for cooling water, the engine 2 can be continuously cooled.
[0063]
In addition, since the linkage between the M / G 26 and the engine 2 is actively prohibited in the process of step S210, even if the electromagnetic clutch 10a is functioning incompletely, the halfway clutch or the like is halfway. It is not left in a simple connection state, and the influence on other mechanisms due to frictional heat or the like is also prevented.
[0064]
The water pump driven by the M / G 26 has a limited cooling effect unlike the water pump driven by the engine 2, but the engine ECU 48 outputs the output of the engine 2 with a vehicle speed SPD of 60 km / h or less. The engine 2 is prevented from becoming a high output by limiting so as to be. Therefore, overheating of the engine 2 can be prevented.
[0065]
In this way, it is possible to continue the operation of the engine 2 for a sufficiently long time to drive the vehicle, and to ensure the limp home.
(B). Further, in the limp home control process (FIG. 3), the power required for the rotation of the M / G 26 can be saved by stopping the air conditioner, which is a mechanism that does not interfere with vehicle travel even if stopped. Therefore, it is possible to use the stored amount of the high-voltage power supply battery 30 consumed by the M / G 26 over a long period of time. For this reason, it is possible to continue the limp home by continuing the operation of the engine 2 for a longer time.
[0066]
(C). As described above, the eco-run ECU 40 executes the automatic stop / start process (corresponding to the automatic stop / start means). In a vehicle that performs such processing, interlocking and non-interlocking between the M / G 26 and the engine 2 are frequently repeated. For this reason, since the interlock abnormality between the M / G 26 and the engine 2 is likely to occur due to wear of the electromagnetic clutch 10a and the like, the above-described operation and effect become more remarkable.
[0067]
(D). Under normal conditions, the high-voltage power supply battery 30 causes the eco-run ECU 40 to handle an intermediate power storage state, for example, a power storage rate, in order to cope with both charging by power supply from the M / G 26 and power supply by discharging to the M / G 26 side. It is in the state of 50%. On the other hand, the low-voltage power supply battery 34 is always in a state where the storage rate is 100%.
[0068]
When the limp home is executed, the M / G 26 is in a driving state, so the auxiliary machinery 22 must be rotated by driving the M / G 26 only by the electric energy of the high-voltage power supply battery 30. For this reason, if the process of constantly setting the low-voltage power supply battery 34 from the high-voltage power supply battery 30 via the DC / DC converter 32 to the storage rate of 100% is continued as normal, the amount of power stored in the high-voltage power supply battery 30 is May decrease early and the mileage by limp home may be shortened. Therefore, in step S190, the DC / DC converter 32 is turned off so that the power of the high-voltage power supply battery 30 is not used for charging the low-voltage power supply battery 34.
[0069]
As a result, the operation of the engine 2 can be continued for a longer time, and limp home can be performed reliably.
[Embodiment 2]
In the present second embodiment, instead of the process of step S190 that is executed when it is determined “YES” in step S160 of the interlock mechanism abnormality control process (FIG. 2), the limp home power storage shown in FIG. The point that the rate control process is executed is different from the configuration of the first embodiment. Other configurations are the same as those in the first embodiment unless otherwise specified.
[0070]
The limp home power storage rate control process is a process that is repeatedly executed in a short period. When this process is started by determining “YES” in step S160, first, the storage amount SOC1 of the high-voltage power supply battery 30 and the storage amount SOC2 of the low-voltage power supply battery 34 are provided in the RAM of the eco-run ECU 40. The read work area is read (S410). The storage amounts SOC1 and SOC2 are values that are always calculated by the eco-run ECU 40 based on the detected value of the current that flows when the batteries 30 and 34 are charged and discharged, the charging efficiency, and the like.
[0071]
Then, as shown in the following equations 3 and 4, the storage rate RSOC1 of the high-voltage power supply battery 30 and the storage rate RSOC2 of the low-voltage power supply battery 34 are calculated (S420).
[0072]
[Equation 3]
RSOC1 ← 100 × SOC1 / FSOC1 [Formula 3]
RSOC2 ← 100 × SOC2 / FSOC2 [Formula 4]
Here, FSOC1 represents the maximum amount of electricity stored in the high-voltage power supply battery 30, and FSOC2 represents the maximum amount of electricity stored in the low-voltage power supply battery 34, which is a fixed value determined in advance.
[0073]
Next, it is determined whether or not the storage rate RSOC1 of the high-voltage power supply battery 30 is greater than the storage rate RSOC2 of the low-voltage power supply battery 34 (S430). If RSOC1> RSOC2 (“YES” in S430), the DC / DC converter 32 is controlled to be in an on state (S440), and this process is temporarily terminated.
[0074]
On the other hand, if RSOC1> RSOC2 is not satisfied (“NO” in S430), that is, if RSOC1 ≦ RSOC2, the DC / DC converter 32 is controlled to be in an off state (S450), and this process is temporarily terminated.
[0075]
When such a process is repeated at the limp home, the storage amount SOC2 on the low-voltage power supply battery 34 side rapidly decreases and becomes smaller than the storage rate RSOC1 of the high-voltage power supply battery 30 ("YES" in S430) ]), The DC / DC converter 32 is turned on. As a result, electric power is supplied from the high-voltage power supply battery 30 side to the low-voltage power supply battery 34 to prevent the low-voltage power supply battery 34 from being completely discharged first, thereby preventing the engine 2 from being stopped early.
[0076]
In the configuration described above, the limp home power storage rate control process (FIG. 6) corresponds to the process as the charge control means.
According to the second embodiment described above, the following effects can be obtained.
[0077]
(I). The effects (a) to (c) of the first embodiment are produced.
(B). When the storage amount SOC2 of the low-voltage power supply battery 34 rapidly decreases during an abnormality, charging of the low-voltage power supply battery 34 is performed by power supply from the high-voltage power supply battery 30 side. Therefore, mechanisms such as an ignition system, a fuel injection system, and a control system that are driven by the low-voltage power supply battery 34 do not stop first, and the engine 2 can be prevented from being stopped early.
[0078]
[Other embodiments]
In the first and second embodiments, the output of the engine 2 may be limited directly instead of limiting the traveling speed when there is an abnormality. Further, output limitation by the fuel injection amount may be performed instead of the output limitation by the throttle valve 46.
[0079]
In the second embodiment, the low-voltage power supply battery 34 is adjusted so as not to be completely discharged first by the limp-home power storage rate control process (FIG. 6). The batteries 30 and 34 may be completely discharged at the same time by mutually supplying power to the power source battery 34. As a result, the ignition system, the fuel injection system, the control system, and the like and the M / G 26 can be driven in parallel for a long time, and the operation of the internal combustion engine for a long time can be further ensured.
[Brief description of the drawings]
FIG. 1 is a system configuration diagram of a vehicle internal combustion engine and a control device thereof according to a first embodiment.
FIG. 2 is a flowchart of interlock mechanism abnormality control processing executed by an eco-run ECU according to the first embodiment.
FIG. 3 is a flowchart of limp home control processing.
FIG. 4 is a flowchart of an engine output restriction control process executed by the engine ECU according to the first embodiment.
5 is a timing chart showing the operation of each configuration in Embodiment 1. FIG.
FIG. 6 is a flowchart of limp-home power storage rate control processing executed by an eco-run ECU in the second embodiment.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 2 ... Engine, 2a ... Crankshaft, 4 ... Torque converter, 6 ... A / T, 6a ... Output shaft, 10 ... Pulley, 10a ... Electromagnetic clutch, 14 ... Belt, 16, 18 ... Pulley, 22 ... Auxiliaries, 26 ... M / G, 28 ... Inverter, 30 ... Battery for high-voltage power supply, 32 ... DC / DC converter, 34 ... Battery for low-voltage power supply, 36 ... Starter, 38 ... Electric hydraulic pump, 40 ... Eco-run ECU, 42 ... Fuel injection Valve, 44 ... Electric motor, 46 ... Throttle valve, 48 ... Engine ECU, 50 ... VSC-ECU.

Claims (11)

A vehicle drive device having a selection interlocking mechanism capable of interlocking a motor generator and auxiliary equipment arranged outside the driving force transmission system from the internal combustion engine to the wheels and selecting whether the internal combustion engine is interlocked or not interlocked with the motor generator Because
An abnormality detecting means for detecting an interlocking abnormality between the motor generator and the internal combustion engine;
When a linkage abnormality is detected by the abnormality detection means, the linkage between the motor generator and the internal combustion engine by the selection linkage mechanism is prohibited, and the motor generator is changed from the power generation state by the drive of the internal combustion engine to the motor generator itself. Switching to a driving state in which the auxiliary machinery is rotated by the driving force, and an abnormal time processing means for limiting the output of the internal combustion engine ,
A vehicle drive device comprising: 2. The configuration according to claim 1 , wherein the limitation of the output of the internal combustion engine by the abnormality processing means is a process of setting the vehicle speed to be equal to or less than a limit vehicle speed for suppressing the output of the internal combustion engine by adjusting an intake amount or a fuel amount to the internal combustion engine. The vehicle drive device characterized by the above. 3. The configuration according to claim 1 , further comprising power consumption suppression means for stopping a mechanism that does not interfere with vehicle travel even if stopped within the mechanism that consumes power when the abnormality processing means functions. The vehicle drive device characterized by the above-mentioned. 4. The vehicle drive device according to claim 3 , wherein the mechanism that does not interfere with vehicle travel even when stopped is an air conditioner. 5. The configuration according to claim 1 , wherein a first battery for a motor generator and a second battery for a mechanism other than the motor generator are provided, and when the motor generator is in a power generation state, Charging power is supplied to both the first battery and the second battery, and when the motor generator is in a driving state, driving power is supplied from the first battery to the motor generator and charging from the first battery to the second battery is performed. The power supply path is configured so that the power is supplied.
A vehicle drive device comprising charge control means for adjusting power supply for charging from the first battery to the second battery when the abnormality processing means functions. A vehicle drive device having a selection interlocking mechanism capable of interlocking a motor generator and auxiliary equipment arranged outside the driving force transmission system from the internal combustion engine to the wheels and selecting whether the internal combustion engine is interlocked or not interlocked with the motor generator Because
An abnormality detecting means for detecting an interlocking abnormality between the motor generator and the internal combustion engine;
When a linkage abnormality is detected by the abnormality detection means, the linkage between the motor generator and the internal combustion engine by the selection linkage mechanism is prohibited, and the motor generator is changed from the power generation state by the drive of the internal combustion engine to the motor generator itself. An abnormality processing means for switching to a driving state in which auxiliary machinery is rotated by driving force,
A first battery for a motor generator and a second battery for a mechanism other than the motor generator are provided, and when the motor generator is in a power generation state, charging power is supplied from the motor generator to both the first battery and the second battery. When power is supplied and the motor generator is in a driving state, the power supply path is configured so that driving power is supplied from the first battery to the motor generator and charging power is supplied from the first battery to the second battery. And
A vehicle drive device comprising charge control means for adjusting power supply for charging from the first battery to the second battery when the abnormality processing means functions. 7. The vehicle drive device according to claim 5 , wherein the charging control unit stops charging power supply from the first battery to the second battery. 8. 7. The configuration according to claim 5 or 6 , wherein the charge control means prevents the second battery from being completely discharged first by adjusting the power supply for charging from the first battery to the second battery. There is a vehicle drive device. 7. The configuration according to claim 5 or 6 , wherein the charge control means adjusts the power supply for charging from the first battery to the second battery, thereby reducing the time until complete discharge between the first battery and the second battery. A vehicle drive device characterized by being approximated. The configuration according to any one of claims 1 to 9, wherein the selection interlocking mechanism includes a rotation transmission mechanism that interlocks the motor generator and the accessories, and a clutch mechanism that switches whether the rotation transmission mechanism and the internal combustion engine are interlocked. The vehicle drive device characterized by the above-mentioned. The structure according to any one of claims 1 to 10, wherein when the engine stop condition is satisfied, the internal combustion engine is automatically stopped and the motor generator and the internal combustion engine are disengaged, and when the engine start condition is satisfied, the internal combustion engine is A vehicle drive device comprising automatic stop start means for automatically starting and interlocking a motor generator and an internal combustion engine.

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