JP2002213498A - On-vehicle apparatus driving device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an on-vehicle apparatus driving device, capable of properly conducting control of an abnormal time, according to an abnormal state by detecting the abnormal state more precisely. SOLUTION: An ECU 26 determines hydraulic pressure high time as the existence of abnormality of a rotation sensor 28, when generating hydraulic pressure of a P/S pump 14 detected by a hydraulic pressure sensor 29 is sufficiently high, when nonconformity is caused between an engine speed of an engine 10 and the rotational speed of an M/G 16 detected by an NE sensor 27 and the rotation sensor 28, when driving the M/G 16 and respective on-vehicle apparatuses 13 to 15, by imparting motive power from the engine 10 via a transmission belt 24, and determines non-high time as the existence of abnormality of an on-vehicle apparatus driving system, such as the transmission belt 24 and a clutch 25, when the generating hydraulic pressure of the P/S pump 14 is not sufficiently high in comparison to a prescribed value, and executes fail-safe control, corresponding to the respective determined abnormalities.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an on-vehicle device driving device.

[0002]

2. Description of the Related Art Conventionally, in a general on-vehicle engine, various on-vehicle devices such as a water pump, a compressor for an air conditioner, and an alternator are drive-coupled to an engine output shaft via a transmission belt, and the various on-vehicle engines are driven by the power of the engine. I try to drive the equipment.

On the other hand, in a vehicle in which the engine is temporarily stopped when the vehicle is temporarily stopped, such as when waiting for a traffic light, that is, a vehicle that automatically executes a so-called idle stop, driving of on-vehicle equipment by the engine output is performed during the idle stop. You will not be able to do it. Then, for example, Japanese Patent Application Laid-Open No. H11-1474
As disclosed in Japanese Patent Publication No. 24, a vehicle has been proposed that includes an on-vehicle device drive system that is capable of continuing to drive the on-vehicle device even when the engine is stopped by providing a motor (electric motor) for driving the on-vehicle device.

In such a vehicle, the motor for driving the vehicle-mounted device, the vehicle-mounted device, and the output shaft of the engine are driven and connected to each other by a transmission belt. A clutch is interposed between the engine output shaft and the transmission belt, and is configured to be able to connect and disconnect the connection of the engine output shaft to the motor and on-vehicle equipment. And while the engine is stopped, the clutch is released and the vehicle output is driven by the motor output,
During the operation of the engine, the clutch is connected to drive the on-vehicle equipment by the engine output.

[0005]

By the way, in such a vehicle, when the connection / disconnection operation failure due to the seizure of the clutch or the inclusion of foreign matter, or the abnormality such as the loosening or disconnection of the transmission belt occurs, In such a case, it becomes impossible to appropriately drive the in-vehicle device in response to the automatic stop of the engine.

In the on-vehicle device drive system having the above-described configuration, while the clutch is connected, one of the on-vehicle device drive motor and the engine output shaft is driven by the other. Therefore, sensors for detecting the rotational speeds of the motor and the output shaft of the engine are provided, respectively, and it is possible to detect an abnormality in the drive system of the on-vehicle equipment because the detected rotational speeds are mismatched. However, even in such a case, the location of the abnormality cannot be specified, and the determination of the abnormality of the sensor and the abnormality of the in-vehicle device drive system cannot be sufficiently performed by itself. For this reason,
In some cases, it is not always possible to perform sufficient fail-safe control such as fail-safe control in response to the generated abnormality.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and has as its object to more accurately detect the occurrence of an abnormality and to perform appropriate abnormality control in accordance with the generated abnormality. An object of the present invention is to provide an in-vehicle device driving device.

[0008]

The means for solving the above-mentioned problems and the operation and effects thereof will be described below. According to a first aspect of the present invention, there is provided an on-vehicle device driving apparatus for driving the on-vehicle device including an on-vehicle device driving system for drivingly connecting an engine output shaft and a plurality of on-vehicle devices. First to detect the rotation speed of the engine output shaft
Condition detecting means, a second detecting means for detecting a rotational speed of any one of the on-vehicle devices, and a third detecting means for detecting the presence or absence of operation of any one of the on-vehicle devices; The engine is being driven, and the condition (b) that the detection results of the first and second detection means indicate that the rotation speed of the on-vehicle device has not reached the rotation speed corresponding to the rotation speed of the engine output shaft. And the condition (c) that the operation of the in-vehicle device has been confirmed based on the detection result of the third detection means, all of the above conditions (a) to (c) When the condition is satisfied, it is determined that there is an abnormality in the second detection means, and the apparatus further includes an abnormal time control means for performing an abnormal time control according to the determined abnormality.

In the above configuration, when the engine is driven, that is, when the above condition (a) is satisfied, the vehicle-mounted device is driven by power transmission through the vehicle-mounted device drive system. At this time, if the rotational speed of the on-vehicle device is disproportionately lower than the rotational speed of the engine output shaft, it is suspected that an abnormality has occurred in the on-vehicle device drive system that drives and connects each in-vehicle device and the engine output shaft. The occurrence of the inconsistency in the rotational speed between the vehicle-mounted device and the engine output shaft can be detected based on the detection results of the first and second detection means.

However, even when an abnormality occurs in the second detection means, a detection result indicating the rotational speed mismatch is obtained as in the case of an abnormality in the vehicle-mounted device drive system. Therefore, in the above configuration, the presence or absence of the operation of the vehicle-mounted device is also confirmed based on the detection result of the third detection unit. At this time, if the in-vehicle device that is drivingly connected to the engine output shaft through the in-vehicle device drive system is operating, the in-vehicle device drive system is operating normally, and therefore it can be determined that the second detection unit is abnormal. .

Therefore, according to the above configuration, it is possible to accurately determine the abnormality of the second detecting means and to perform the abnormality control according to the abnormality. In addition, whether the second and third detection units detect the same vehicle-mounted device or different vehicle-mounted devices, the abnormality of the second detection unit can be accurately detected similarly.

The invention according to claim 2 is an on-vehicle equipment driving device that includes an on-vehicle equipment drive system that drives and connects an engine output shaft and a plurality of on-vehicle equipment to each other, and drives the on-vehicle equipment. A first detecting means for detecting a rotational speed of the engine output shaft; a second detecting means for detecting a rotational speed of any one of the in-vehicle devices; and detecting presence or absence of operation of any one of the in-vehicle devices. Condition (a) that the engine is driven, and condition (b) that the detection results of the first and second detection means indicate that the rotational speed of the on-vehicle device is the engine output shaft. And (3) that the operation of the on-vehicle device has been confirmed to be operating based on the detection result of the third detection means. about, If both the conditions (a) and (b) are satisfied and the condition (c) is not satisfied, it is determined that there is an abnormality in the in-vehicle device driving system, and abnormality-time control is performed according to the determined abnormality. This is further provided with abnormal time control means.

[0013] In the above configuration, when the engine is driven, the rotational speed of the vehicle-mounted device and the output speed of the engine are mismatched.
When it is suspected that an abnormality has occurred in the in-vehicle equipment drive system,
Based on the detection result of the detecting means, the presence or absence of the operation of the vehicle-mounted device is also confirmed. At this time, if the in-vehicle device that is drivingly connected to the engine output shaft through the in-vehicle device drive system is not operating, it can be determined that there is an abnormality in the in-vehicle device drive system.

Therefore, in the above configuration, it is possible to accurately determine the abnormality of the drive system of the on-vehicle equipment, and to perform the abnormality control according to the abnormality. In addition, whether the detection target of the second and third detection means is the same vehicle-mounted device or different vehicle-mounted devices, the abnormality of the vehicle-mounted device drive system can be accurately detected similarly.

According to a third aspect of the present invention, in the vehicle-mounted device driving device according to the second aspect, the vehicle-mounted device driving system includes a transmission mechanism for drivingly connecting the plurality of vehicle-mounted devices to each other; A clutch for disconnecting / connecting the engine output shaft to / from the transmission mechanism, wherein the abnormal-time control means is configured to release the clutch connection when it is determined that there is an abnormality in the vehicle-mounted device drive system. It was done.

In the above configuration, when an abnormality occurs in the drive system of the vehicle-mounted device, the connection of the clutch is released, and the transmission of power from the engine output shaft to the transmission mechanism is cut off. As a result, the in-vehicle device drive system in which the abnormality has occurred can be protected from the load input from the engine, and further expansion of the abnormality can be suppressed.

According to a fourth aspect of the present invention, in the vehicle-mounted device driving device according to the third aspect, one of the vehicle-mounted devices is an electric motor, and it is determined that there is an abnormality in the vehicle-mounted device driving system. The abnormality-time control means is configured to release the connection of the clutch and drive the electric motor when the determination is made.

In the above configuration, the on-vehicle equipment is driven by the electric motor on the condition that the abnormality of the on-vehicle equipment drive system does not hinder the transmission of power through the transmission mechanism.
Therefore, the operation of the on-vehicle device can be maintained as much as possible even after the occurrence of an abnormality in the on-vehicle device drive system.

According to a fifth aspect of the present invention, in the in-vehicle device driving apparatus according to the fourth aspect, when it is determined that the in-vehicle device driving system has an abnormality, the second device is driven after the electric motor is driven. (3) The abnormal-time control means is configured to determine that the clutch is abnormal by confirming that the in-vehicle device is operated based on the detection result of the detection means.

In the above configuration, when it is determined that there is an abnormality in the in-vehicle equipment drive system, the electric motor is driven in a state where the transmission mechanism and the engine output shaft are disconnected by disconnecting the clutch. At this time, if the operation of the in-vehicle device is confirmed, it is possible to determine that there is no abnormality in the transmission mechanism for transmitting power between the in-vehicle devices including the electric motor, and therefore, it is possible to determine that the clutch is abnormal. Therefore, in the above configuration, it is possible to more accurately determine the abnormality of the clutch, and to perform more appropriate abnormality control in accordance with the abnormality.

According to a sixth aspect of the present invention, in the in-vehicle device driving apparatus according to the fourth or fifth aspect, when it is determined that the in-vehicle device driving system has an abnormality, the driving of the electric motor is performed after the driving of the electric motor. The abnormal-time control means is configured to determine that there is an abnormality in the transmission mechanism by confirming that there is no operation of the in-vehicle device based on a detection result of the third detection means.

In the above configuration, when it is determined that the in-vehicle device drive system is abnormal, the electric motor is driven in a state where the transmission mechanism and the engine output shaft are disconnected by disconnecting the clutch. At this time, if it is confirmed that there is no operation of the on-vehicle device, it can be determined that there is an abnormality in the power transmission mechanism for transmitting power between the on-vehicle devices including the electric motor. Therefore, in the above configuration, it is possible to accurately determine the abnormality of the transmission mechanism, and to perform more appropriate abnormality control in accordance with the abnormality.

(Claim 7) The invention according to claim 7 is an in-vehicle device drive comprising a transmission mechanism for drivingly connecting the electric motor and the in-vehicle device to each other, and a clutch for disconnecting and connecting the engine output shaft to the transmission mechanism. An on-vehicle device driving device including a system, wherein first detection means for detecting a rotation speed of the engine output shaft, second detection means for detecting a rotation speed of the electric motor, and operation of any one of the on-vehicle devices A third detecting means for detecting the presence or absence of the condition, and (i) a command to connect the transmission mechanism and the engine output shaft by the clutch is given;
The condition that the electric motor is driven,
And that the detection result of the second detection means indicates that the rotation speed of the engine output shaft has not reached the rotation speed corresponding to the rotation speed of the electric motor;
Based on the detection result of the detecting means, for each condition that the operation of the on-vehicle device has been confirmed, it is determined that the clutch is abnormal when all of the above conditions (i) to (ii) are satisfied, The apparatus further includes an abnormal-time control unit that performs abnormal-time control according to the determined abnormality.

In the above configuration, when the above conditions (i) and (r) are satisfied, the power from the electric motor is transmitted to the on-vehicle equipment through the transmission mechanism and the engine output shaft through the transmission mechanism and the clutch. Become so. At this time, if the rotation speed of the engine output shaft driven by the electric motor is disproportionately lower than the rotation speed of the electric motor, that is, if the condition is satisfied, the power transmission through the transmission mechanism and the clutch is performed. It can be determined that there is an abnormality in the route.

At this time, if it is further confirmed that the operation of the on-vehicle equipment is performed, that is, if the condition (ii) is satisfied, the transmission mechanism for transmitting power from the electric motor to the on-vehicle equipment is operating normally, and therefore the clutch of the clutch is operated. It can be determined that there is an abnormality. Therefore, it is possible to accurately determine the abnormality of the clutch and to execute the abnormality control according to the abnormality.

(Claim 8) The invention according to claim 8 is a vehicle-mounted device drive comprising a transmission mechanism for drivingly connecting the electric motor and the vehicle-mounted device to each other, and a clutch for disconnecting and connecting the engine output shaft to the transmission mechanism. An on-vehicle device driving device including a system, wherein first detection means for detecting a rotation speed of the engine output shaft, second detection means for detecting a rotation speed of the electric motor, and operation of any one of the on-vehicle devices A third detecting means for detecting the presence or absence of the condition, and (i) a command to connect the transmission mechanism and the engine output shaft by the clutch is given;
The condition that the electric motor is driven,
And that the detection result of the second detection means indicates that the rotation speed of the engine output shaft has not reached the rotation speed corresponding to the rotation speed of the electric motor;
Based on the detection result of the detection means, it is confirmed that the operation of the on-vehicle device is confirmed. For each of the conditions, the above conditions (i) to (ha) are satisfied, and the condition (ii) is not satisfied. And an abnormal-time control means for judging that there is an abnormality in the transmission mechanism, and performing abnormal-time control according to the determined abnormality.

In the above configuration, when the above conditions (i) and (r) are satisfied, the power from the electric motor is transmitted to the vehicle-mounted device through the transmission mechanism and the engine output shaft through the transmission mechanism and the clutch. Become so. At this time, if the rotation speed of the engine output shaft driven by the electric motor is disproportionately lower than the rotation speed of the electric motor, that is, if the condition is satisfied, the power transmission through the transmission mechanism and the clutch is performed. It can be determined that there is an abnormality in the route.

At this time, if it is further confirmed that the in-vehicle equipment does not operate, that is, if the condition (ii) is not satisfied, it can be determined that there is an abnormality in the power transmission mechanism for transmitting power from the motor to the in-vehicle equipment. . Therefore, it is possible to accurately determine the abnormality of the transmission mechanism, and to perform the abnormality control in accordance with the abnormality.

According to a ninth aspect of the present invention, an in-vehicle device drive includes a transmission mechanism for drivingly connecting the electric motor and the on-vehicle device to each other, and a clutch for disconnecting and connecting the engine output shaft to the transmission mechanism. An on-vehicle equipment driving device having a system, comprising: a detecting means for detecting a rotation speed of the engine output shaft, and a condition (A): a command to disconnect the transmission mechanism from the engine output shaft by the clutch is issued. Condition (B) that the engine is stopped, condition (C) that the detection result of the detection means indicates that the engine output shaft is rotating, and condition (D) that the engine output shaft is rotating. All of the conditions (A) to (D) that the motor is being driven are satisfied, and the rotation speed of the engine output shaft, which is indicated based on the detection result of the detection means, is further reduced. When it is the rotation speed or less is carried out abnormality control judges an abnormality, the condition (A)
Even if all of (D) to (D) are satisfied, if the rotation speed of the engine output shaft, which is indicated based on the detection result of the detection means, exceeds a predetermined rotation speed, the abnormality is not determined to be abnormal. The time control means is further provided.

In the above configuration, when the conditions (A), (B) and (D) are satisfied, the vehicle is driven by the motor while the engine is stopped and the transmission mechanism is disconnected from the engine output shaft. become. Under these conditions, if everything is functioning properly, the engine output shaft should not be rotating. Therefore, when the condition (C) is satisfied, that is, when the detection result indicates that the engine output shaft is rotating, the connection between the transmission mechanism and the engine output shaft by the clutch is normally performed. Suspected not.

However, as will be described later, when the on-vehicle device is driven by the electric motor in a state where the rotation of the engine output shaft is stopped, a detection result indicating that the engine output shaft is rotating is indicated by the detection means. Sometimes.

Therefore, in the above configuration, the above conditions (A) to
Only when all of (D) is satisfied and the rotation speed of the engine output shaft detected by the detection means is lower than or equal to a predetermined rotation speed, it is determined that there is an abnormality.
That is, in the above configuration, even if the detection unit indicates that the engine output shaft is rotating in a situation where the above conditions (A), (B) and (D) are satisfied, the detected engine output shaft is detected. If the rotation speed exceeds a predetermined rotation speed, the determination that there is an abnormality at that time is suspended.

The upper limit of the rotational speed of the engine output shaft when the clutch disengagement is not normally performed can be obtained in advance from the setting of the rotational speed of the electric motor when the vehicle-mounted equipment is driven. On the other hand, a rotation speed higher than the upper limit of the rotation speed of the engine output shaft may be indicated by an erroneous detection of the detection unit. Therefore, in the above situation, when the detection means shows a higher rotation speed than a certain level, it can be clearly determined that this is due to erroneous detection of the detection means.

Therefore, as in the above configuration, even when all of the above conditions (A) to (D) are satisfied, when the rotational speed of the engine output shaft detected by the detecting means exceeds a predetermined rotational speed. By not judging it as abnormal, erroneous abnormality judgment based on erroneous detection of the detecting means can be reduced. For example, the predetermined rotation speed is
It is preferable to reduce the erroneous determination by setting the upper limit of the rotational speed of the engine output shaft, which is assumed when the disconnection of the clutch is not normally performed at the time of driving the vehicle-mounted device by the electric motor, or a value higher than the upper limit. Will be able to do it.

(Claim 10) The invention according to claim 10 is an in-vehicle device drive comprising a transmission mechanism for drivingly connecting the electric motor and the on-vehicle device to each other, and a clutch for disconnecting and connecting the engine output shaft to the transmission mechanism. An on-vehicle equipment driving device having a system, comprising: first detection means for detecting a rotation speed of the engine output shaft; and second detection means for detecting a rotation load of the electric motor, and a condition (A)
An instruction to disconnect the transmission mechanism from the engine output shaft by the clutch is issued, condition (B) the engine is stopped, and condition (C) the detection result of the detection means is the engine Condition (D) that the motor is being driven, Condition (E) that the rotational load of the motor detected by the second detection means is equal to or more than a predetermined value. When all of the conditions (A) to (E) are satisfied,
The apparatus further includes an abnormal-time control unit that determines that there is an abnormality and performs the abnormal-time control.

In the above configuration, when all of the conditions (A) to (D) are satisfied, it is suspected that the connection between the transmission mechanism by the clutch and the engine output shaft is not normally performed as described above. However, as described below,
When the in-vehicle device is driven by the electric motor in a state where the rotation of the engine output shaft is stopped, a detection result may be indicated by the detection unit as if the engine output shaft is rotating.

Therefore, in the above configuration, the above conditions (A) to
Only when all of (D) is satisfied and the rotational load of the electric motor detected by the second detecting means is equal to or more than a predetermined value, it is determined that there is an abnormality. That is, in the above configuration, even in the situation where all of the above conditions (A) to (D) are satisfied, it is not determined that there is an abnormality unless the rotational load of the electric motor exceeds a certain level and is large.

When the disconnection of the clutch is not performed normally, not only the in-vehicle equipment but also the engine output shaft is rotated by the motor, so that the rotational load of the motor naturally increases as compared with the normal state. Therefore, in the above situation, if the rotation of the engine output shaft is detected and the rotational load of the electric motor is larger than normal, it is possible to reliably determine that the clutch disconnection operation is defective. Therefore, according to the above configuration, erroneous abnormality determination based on erroneous detection of the detection unit can be avoided, and abnormality determination can be performed more accurately. For example, if the predetermined value is set to the maximum value of the rotational load of the electric motor during normal driving of the on-vehicle equipment, or to a value higher than the maximum value, such erroneous detection can be more reliably eliminated.

(Embodiment 11) The invention according to an eleventh aspect is an in-vehicle device drive comprising a transmission mechanism for drivingly connecting the in-vehicle device and the electric motor to each other, and a clutch for disconnecting and connecting the engine output shaft to the transmission mechanism. An on-vehicle equipment driving device having a system, comprising: a detection unit for detecting a rotational load of the electric motor, and condition (A): disconnection of the transmission mechanism from the engine output shaft by the clutch is confirmed. Each condition (A) to (C) of condition (B) that the electric motor is driven, and condition (C) that the rotational load of the electric motor detected by the detection means is higher than a predetermined value. When both conditions are satisfied, it is determined that there is a fixation abnormality of the in-vehicle device, and abnormal condition control means for performing abnormal condition control according to the abnormality is further provided.

In the above configuration, the conditions (A) and (B)
Is established, the in-vehicle device is driven by the electric motor. In such a situation, if any of the on-vehicle devices becomes stuck, the rotational load of the electric motor increases. Therefore, according to the above configuration, it is possible to appropriately detect the sticking abnormality of the on-vehicle device, and to perform the abnormality control according to the detection.

If the rotation load increases due to the sticking abnormality, the rotation speed of the motor cannot be sufficiently increased, or the driving power of the motor for obtaining the required rotation speed increases. Therefore, it is possible to grasp the rotational load of the electric motor based on the rotational speed and the driving power of the electric motor, and to determine the above-described fixing abnormality.

According to a twelfth aspect of the present invention, in the on-vehicle equipment driving device of the eleventh aspect, a further clutch for disconnecting and connecting at least a part of the on-vehicle equipment with the transmission mechanism is provided. In addition, the abnormal-time control means is configured to hold the further clutch in a disconnected state as abnormal-time control in response to the determination that the fixation abnormality is present.

According to the above configuration, when it is determined that the vehicle-mounted device is stuck abnormally, at least a portion of the vehicle-mounted device is disconnected from the transmission mechanism by holding the further clutch in a disconnected state. For this reason, the load on the motor required for driving the on-vehicle device is reduced, not to mention when the on-vehicle device on which the fixation has occurred is the on-vehicle device which is separated from the transmission mechanism by disconnecting the further clutch. Therefore, it is possible to appropriately suppress an increase in the load on the electric motor due to the fixation abnormality.

[0044]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS First Embodiment A first embodiment of the present invention will be described below in detail with reference to FIGS.

FIG. 1 also shows the configuration of a drive system of a vehicle to which this embodiment is applied and a control system thereof. As shown in the figure, an engine (ENG) 10 is an automatic transmission (A /
T) 11 to transmit power to drive wheels (not shown) through the automatic transmission 11. The engine 10 is also connected to a starter motor 12.

Around the engine 10, a compressor 13 for an air conditioner (A / C), a power steering (P / S) pump 14, and a water pump (W /
P) 15 and a motor / generator (M /
G) 16 are arranged. The compressor 13 pressurizes and compresses a refrigerant for vehicle interior air conditioning in accordance with its operation. The P / S pump 14 generates a hydraulic pressure for operating the power steering mechanism according to the operation. The water pump 15 circulates cooling water for cooling the engine 10 and the like according to its operation.

On the other hand, the M / G 16 is electrically connected to a battery 18 via an inverter 17.
Generates power in accordance with the power supply from the vehicle, and functions as an electric motor (motor) for driving the above-mentioned on-vehicle devices 13 to 15. The M / G 16 also functions as a generator that generates power by receiving power supply from the engine 10. Such M
The switching of the function of / G16 is performed through the control of the inverter 17.

The crankshaft 10a which is the output shaft of the engine 10, the rotating shaft of each of the on-vehicle devices 13 to 15, and the M / G
Pulleys 19 to 23 are mounted on the 16 rotation shafts, respectively. Each of the pulleys 19 to 23 is drivingly connected to each other through a transmission belt 24 stretched over them.

An electromagnetic clutch 25 is provided between the crankshaft 10a and the pulley 19, and the engagement / disengagement between the crankshaft 10a and the pulley 19 is controlled according to the control of energization of the clutch 25. Can be switched. As a result, the crankshaft 10a and the transmission belt 2
4 is switched between connection and cutoff of power transmission.

An electromagnetic clutch 20a is also provided between the A / C compressor 13 and the pulley 20, and the electromagnetic clutch 20a is similarly connected between the compressor 13 and the transmission belt 24 in accordance with the control of the power supply to the clutch 20a. The connection and disconnection of power transmission between them can be switched.

Next, the configuration of the vehicle control system will be described with reference to FIG. As shown in FIG. 1, the control system of the vehicle mainly includes an electronic control unit (ECU) 26. The ECU 26 is composed of a plurality of control units that specifically control the operation of the engine 10, the control of the vehicle drive system such as the automatic transmission 11, the control of the air conditioner in the vehicle interior, the control of the drive system of the on-board equipment, and the like. ing.

The ECU 26 includes an NE sensor 27 for detecting the rotational speed of the engine 10, a rotational sensor 28 for detecting the rotational speed of the M / G 16, a hydraulic sensor 29 for detecting the hydraulic pressure generated by the P / S pump 14, an accelerator pedal and a brake. An accelerator sensor 30 and a brake sensor 31 for detecting each depression amount of a pedal, and a vehicle speed sensor 3 for detecting a vehicle speed
2, detection signals from various sensors for detecting the state of the engine 10 and the vehicle are input.

The ECU 26 performs various controls related to the overall running state of the vehicle, such as the operation control of the engine 10 and the control of the automatic transmission 11, based on the detection results of the various sensors. Further, the ECU 26 is connected to the starter motor 12, the clutch 25, the clutch 20a, and the inverter 17 through signal lines, and controls them. Thereby, the drive control of the starter motor 12 and the A
Clutch 20 related to the operation of compressor 13 for C / C
The control of a is also performed. The ECU 26 controls the power generation amount and output of the M / G 16 through the drive control of the inverter 17.
Alternatively, while controlling the rotation speed, the clutch 2
The control of the vehicle-mounted device drive system relating to the automatic stop / automatic restart of the engine 10 at the idle stop is performed by performing the control of step 5 together.

Here, the control of the drive system of the on-vehicle equipment related to the automatic stop and automatic restart of the engine 10 in the present embodiment configured as described above will be described. <During Engine Operation> During operation of the engine 10, the clutch 25 is connected, and the crankshaft 10a and the pulley 1
9 to apply the power of the engine 10 to the transmission belt 24. Therefore, while the engine 10 is operating, the on-vehicle devices 13 to 15 are driven by the output of the engine 10. At this time, the M / G 16 is driven by the engine 10 to generate power.

<When the engine is automatically stopped> When it is determined that the vehicle is temporarily stopped, the ECU 26
Disconnect the clutch 25 and remove the crankshaft 10a.
After the connection between the power transmission belt 24 and the
To stop. The determination of the vehicle suspension here is made based on the detection results of the accelerator sensor 30, the brake sensor 31, the vehicle speed sensor 32, and the like. For example, when the depression amount of the accelerator pedal is “0” and the brake It is determined that the vehicle is temporarily stopped on condition that the pedal is depressed and the vehicle speed is “0”.

<During Engine Stop> When the clutch 25 is disconnected and the engine 10 is stopped, the ECU 26
Drives the M / G 16 as an electric motor,
Drives each of the in-vehicle devices 13 to 15 by the output of the control unit. Thereby, even when the engine 10 is stopped, each of the on-vehicle devices 13 to 1
5 is maintained.

<When the engine is restarted> For example, the engine 1
When the brake pedal is released in the D range while the engine is stopped at 0, the ECU 26 first connects the clutch 25, and the M / G1
6, the crankshaft 10a is rotated. At this time, the power of the M / G 16 is transmitted from the crankshaft 10a to the drive wheels through the automatic transmission 11 and the like, and the vehicle starts running. Then, when the rotation speed of the engine 10 reaches a predetermined rotation speed, firing is started and the engine 10 is restarted. That is, in the present embodiment, the engine 10
M / G 16 plays a role as a starter motor at the time of restart. Thereafter, when the engine 10 is stably operated independently, the driving of the M / G 16 is stopped, and the power of the engine 10 causes the M / G 16 to generate power. Thus, the in-vehicle devices 13 to 1
5 is switched from the M / G 16 to the engine 10.

The first engine start (when the ignition switch is turned on) is performed by the starter motor 12. This is for the following reason. That is, the starter motor 12 is connected to the crankshaft 10a via a gear, and can transmit power to the engine 10 more reliably because there is no risk of the transmission belt 24 slipping. For this reason, the engine 10 is started more reliably by using the starter motor 12 when starting the engine for the first time when the rotation resistance of the crankshaft 10a is higher and the rotational load is higher. Note that the first engine start is performed in a state in which the connection of the clutch 25 is released, so that the rotational load of the starter motor 12 is reduced.

Further, the ECU 26 controls the operation of the engine 10 /
The drive source is switched in response to the stop to drive the in-vehicle devices 13 to 15, while detecting an abnormality in the in-vehicle device drive system.
When an abnormality is detected, abnormality control for fail-safe is performed. Hereinafter, control relating to such abnormality detection and fail-safe will be described.

First, the principle of abnormality detection in this embodiment will be described.
This will be described with reference to FIGS. In the above-described on-vehicle device drive system, when the clutch 25 is connected, the crankshaft 10a and the rotating shaft of the M / G 16 are connected via the transmission belt 24 and the like. Engine 10 and M / G at this time
16 in conjunction with each other, and the ratio of their rotational speeds is substantially constant according to the pulley ratio between the pulley 19 and the pulley 23 mounted on the rotation shaft of the crankshaft 10a and the M / G 16 respectively. Becomes Therefore, NE sensor 2
Based on the comparison between the detection results of the engine 7 and the rotation sensor 28, the occurrence of an abnormality can be detected from the mismatch between the rotation speeds of the engine 10 and the M / G 16.

When the in-vehicle equipment is driven by the engine 10 in a state where the clutch 25 is connected, such as during operation of the engine, the abnormality can be determined in the manner shown in FIG.

While the vehicle-mounted device is being driven by the engine 10, N
When the rotation speed of the M / G 16 detected by the rotation sensor 28 is disproportionately lower than the rotation speed of the engine 10 detected by the E sensor 27 (step 10 in FIG. 2: YE
S), it is suspected that an abnormality has occurred in the power transmission from the crankshaft 10a to the M / G 16 through the on-board equipment drive system such as the clutch 25 and the transmission belt 24. However, such a situation can also occur when an abnormality occurs in the rotation sensor 28. The determination of these abnormalities can be made by confirming whether or not the in-vehicle devices 13 to 15 are operating.

That is, at this time, the on-board devices 13 to 15
If it is confirmed that is operating (step 2
0: YES) In fact, it is understood that sufficient power is transmitted from the crankshaft 10a to the in-vehicle devices 13 to 15 (the transmission belt 24 is being driven). Therefore, at this time, the M / G 16 should actually be driven through the transmission belt 24, and the rotation sensor 2
8 can be determined to have output an erroneous detection result, that is, it can be determined that the rotation sensor 28 is abnormal (step 30).

On the other hand, if it is confirmed at this time that the in-vehicle devices 13 to 15 are not operating (step 20: N
O) It is understood that the transmission belt 24 is not actually driven. Therefore, at this time, it can be determined that an abnormality has occurred in the drive system of the vehicle-mounted device such as the transmission belt 24 and the clutch 25.

It is conceivable that an abnormality in the drive system of the on-vehicle equipment may be a disconnection of the transmission belt 24 or a defective connection operation of the clutch 25. Therefore, when it is determined that there is an abnormality in the in-vehicle device drive system, an abnormal location is further specified by the following processing.

That is, after it is determined that there is an abnormality in the drive system of the on-vehicle equipment, a command to release the connection of the clutch 25 is issued, and the M / G 16
Is rotated (step 40). Here the transmission belt 24
The transmission belt 2 by the rotation of the M / G 16
When the device 4 is driven, the on-vehicle devices 13 to 15 are operated. Therefore, even after the rotation of the M / G 16,
If it is confirmed that No. to 15 are not operating (step 50: NO), it can be determined that an abnormality such as cutting has occurred in the transmission belt 24 (step 60).

On the other hand, after the rotation of the M / G 16
If it is confirmed that the operations of Nos. To 15 are present (Step 50: YE
S), it is found that there is no abnormality in the power transmission between the on-vehicle devices 13 to 15 and the M / G 16 via the transmission belt 24. Therefore, at this time, the engine 10 and M
It is determined that the mismatch of the rotational speed of / G16 is caused by the poor connection operation of the clutch 25, and it can be determined that the clutch 25 is abnormal (step 70).

Further, when the clutch 25 is connected, M
When the / G16 drives the on-vehicle devices 13 to 15 and the crankshaft 10a, the abnormality determination can be performed in a manner as shown in FIG.

When the in-vehicle devices 13 to 15 and the crankshaft 10 a are driven by the M / G 16, the engine 10 detected by the NE sensor 27 is compared with the rotation speed of the M / G 16 detected by the rotation sensor 28. When the rotation speed is unreasonably low (step 100 in FIG. 3: YE
S), it is suspected that an abnormality has occurred in the power transmission from the M / G 16 to the crankshaft 10a. At this time, M /
Since the rotation speed of G16 is detected, it is confirmed that there is no abnormality in the rotation sensor 28. Therefore, if it is confirmed that there is no abnormality in the NE sensor 27, an abnormality occurs in the in-vehicle device drive system. Can be determined to have been made.

Further, by confirming whether or not the in-vehicle devices 13 to 15 have been operated, it is possible to identify the location of the abnormality. That is, if it is confirmed in this state that the in-vehicle devices 13 to 15 are operated (step 110: YES), the power transmission between the M / G 16 and the in-vehicle devices 13 to 15 via the transmission belt 24 is maintained normally. Therefore, it can be determined that the clutch 25 is abnormal (step 120). On the other hand, if the operation of the in-vehicle devices 13 to 15 is not confirmed (step 110: NO), it can be determined that the transmission belt 24 is abnormal (step 130).

As described above, the engine 10 and the M / G
The location of the abnormality that causes the rotational speed mismatch with the rotation speed 16 can be accurately specified. In the present embodiment, specifically, control relating to abnormality detection and fail-safe is performed as follows. The conditions for detecting the abnormality and the fail-safe control for the detected abnormality are described below for each type of abnormality.

<1> Abnormality of In-Vehicle Equipment Driving System The ECU 26 determines that there is an abnormality in the in-vehicle equipment driving system when the following conditions (a1) to (a5) are all satisfied for a predetermined time or more. (A1) The normal operation of the NE sensor 27 has been confirmed. (A2) A connection command has been issued to the clutch 25. (A3) The rotation speed of the engine 10 detected by the NE sensor 27 is equal to or more than a predetermined value α1, and the rotation speed of the M / G 16 detected by the rotation sensor 28 is less than a predetermined value β1 (β1 <
<Rp · α1). (A4) The P / S oil pressure is less than a predetermined value p1.

Here, the predetermined value α1 is a value equal to or higher than the rotation speed at which the engine 10 can operate independently (for example, 500 rpm).
Is set to the predetermined value β1, and the pulley ratio R is set to the predetermined value α1.
A value sufficiently smaller than the value obtained by multiplying p is set. Here, the pulley ratio Rp indicates the ratio of the circumference of the pulley 23 mounted on the rotating shaft of the M / G 16 to the circumference of the pulley 19 mounted on the crankshaft 10a. Therefore, the detection results of the NE sensor 27 and the rotation sensor 28 are
When the rotational speed of the M / G 16 is disproportionately low compared to the rotational speed of the engine 10, the condition (a)
3) is established (Step 10 in FIG. 2: YES).

On the other hand, the P / S pump 14
Is set to a value smaller than the minimum oil pressure indicating that is operated. Therefore, when the condition (a4) is satisfied, it is confirmed that the vehicle-mounted device (P / S pump 14) is not operating (step 20: NO). As described above, the presence or absence of the operation of the vehicle-mounted device is confirmed based on the detection result of the hydraulic pressure sensor 29 that detects the hydraulic pressure generated by the P / S pump 14.

When it is determined that the in-vehicle device drive system is abnormal, the ECU 26 performs the following fail-safe control. (A1) The automatic stop / automatic restart control of the engine 10 is prohibited. (A2) A command is output to hold the disconnection of the clutch 25. (A3) An instruction is issued to rotate the M / G 16.

By the processing (A2) here, the clutch 25 is operated so as to release the connection as much as possible. Therefore, it is possible to prevent the clutch 25 from receiving a rotational load in a half-clutch state where the clutch 25 is not completely connected, and to prevent seizure. In addition, in addition to the above-described processing (A3), when there is no abnormality in the transmission belt 24, the operation of the on-vehicle devices 13 to 15 can be continued by the rotation of the M / G 16 (above, step 40).

After the above processing (A1) to (A3), when a predetermined time has elapsed, whether or not the on-vehicle equipment (P / S pump 14) is activated is confirmed based on the detection result of the hydraulic pressure sensor 29. I do. Here, the operation of the in-vehicle device (P / S pump 14) is confirmed by the fact that the generated oil pressure of the P / S pump 14 detected by the oil pressure sensor 29 is equal to or more than the predetermined value p2. This predetermined value p2 includes:
A hydraulic pressure sufficient to indicate that the P / S pump 14 is operating is set as the value (p1 ≦ p
2).

If it is confirmed that the in-vehicle device is operating (step 50: YES), the ECU 26 determines that the clutch 25 is abnormal and performs the above processing (A1) to (A).
3) is continued, and the operation of the on-vehicle devices 13 to 15 is maintained by driving the M / G 16 as long as the power supply from the battery 18 continues. On the other hand, if it is confirmed that the in-vehicle device is not operating (step 50: NO), the ECU 2
6 determines that the transmission belt 24 is abnormal, and stops the rotation of the M / G 16.

<2> Abnormality of the rotation sensor 28 The ECU 26 determines that the rotation sensor 28 has been activated for a predetermined period of time, in addition to the conditions (a1) to (a3), and the condition (b1) has been satisfied. Is determined to be abnormal. (B1) The P / S oil pressure is equal to or greater than a predetermined value p2.

When the condition (b1) is satisfied, it is confirmed that the vehicle-mounted device (P / S pump 14) is operating (step 20: YES). When it is determined that the rotation sensor 28 is abnormal, the ECU 2
6 implements the following fail-safe control. (B1) The automatic stop / automatic restart control of the engine 10 is prohibited. (B2) If the engine 10 has been stopped by the automatic stop control, the engine 10 is started using the starter motor 12. (B3) Stop the operation of the inverter 17 (gate shut-off),
Switch to lecti (three-phase full-wave rectification) power generation.

<3> Defective Connection Operation of Clutch 25 When the following conditions (c1) to (c4) are satisfied for at least a predetermined time, the ECU 26 determines that the connection operation of the clutch 25 is defective. It is determined that it has been performed. (C1) The engine 10 is being restarted from a temporary stop. That is, the M / G 16 drives the on-vehicle devices 13 to 15 and the crankshaft 10a in a state where the connection command is issued to the clutch 25. (C2) The normal operation of the NE sensor 27 has been confirmed. (C3) The rotation speed of the M / G 16 detected by the rotation sensor 28 is equal to or more than a predetermined value β2, and the rotation speed of the engine 10 detected by the NE sensor 27 is less than a predetermined value α2 (β2>
> Rp · α2). (C4) The hydraulic pressure generated by the P / S pump 14 is equal to the predetermined value p2
That is all.

Here, the predetermined value β2 is set to the minimum value of the rotation speed of the M / G 16 when the on-vehicle equipment is driven.
Has the reciprocal of the pulley ratio (1 / R
A value sufficiently smaller than the value obtained by multiplying p) is set.
Therefore, when the detection results of the NE sensor 27 and the rotation sensor 28 indicate that the rotation speed of the engine 10 is disproportionately lower than the rotation speed of the M / G 16, the above condition (c3) is satisfied ( Step 100 of FIG. 3: YE
S).

Further, when the condition (c4) is satisfied, it is confirmed that the vehicle-mounted device (P / S pump 14) is operating (step 110: YES). Thus, when it is determined that the clutch 25 is abnormal due to a poor connection operation, the ECU 26 performs the processing (A1) to (A1).
The same fail-safe control as in 3) is performed, and the operation of the in-vehicle devices 13 to 15 is maintained by driving by the M / G 16. In addition, if the engine 10 is stopped, the engine 10 is restarted using the starter motor 12.

<4> Cutting of the transmission belt 24 In addition to the above-mentioned conditions (c1) to (c3), the ECU 26 determines that the transmission belt It is determined that an abnormality such as disconnection or loosening has occurred. (D1) The oil pressure generated by the P / S pump 14 is equal to the predetermined value p2
Is less than.

When the condition (d1) is satisfied, it is confirmed that the vehicle-mounted device (P / S pump 14) is not operating (step 110: NO). When it is determined that the transmission belt 24 is abnormal,
26 performs the following fail-safe control. (D1) The automatic stop / restart control of the engine 10 is prohibited. (D2) A command is output to hold the disconnection of the clutch 25. (D3) The rotation of the M / G 16 is stopped. (D4) The engine 10 is restarted using the starter motor 12.

<5> Defective Disconnection Operation of Clutch 25 Further, if the following conditions (e1) to (e4) are satisfied for a predetermined time or more, the ECU 26 determines that the disconnection operation is defective. It is determined that the clutch 25 is abnormal. (E1) A command to disconnect the clutch 25 has been issued. (E2) The target rotation speed of the M / G 16 is equal to or higher than a predetermined value. That is, the in-vehicle device is actually driven by the M / G 16. (E3) The normal operation of the NE sensor 27 has been confirmed. (E4) The rotation speed of the engine 10 is higher than the predetermined value γ1.

That is, here, the connection of the clutch 25 is originally released, and the transmission belt 24 and the crankshaft 1 are disconnected.
In situations where the connection to Oa should be broken, M / G1
When the crankshaft 10a is rotated following the rotation of No. 6, it is determined that a failure in the disconnection operation of the clutch 25 has occurred.

When it is determined that a failure in the disconnection operation has occurred, the ECU 26 executes the following fail-safe control. (E1) The automatic stop / restart control of the engine 10 is prohibited. (E2) If the engine 10 has been stopped by the automatic stop control, the engine 10 is started using the starter motor 12. (E3) An instruction is issued to maintain the connection of the clutch 25.

By the above processing (E3), the clutch 25 is operated so as to strengthen the connection as much as possible. For this reason, it is possible to prevent the clutch 25 from receiving a rotational load in a half-clutch state without being completely disconnected, and to prevent seizure.

As described above, in the present embodiment, the distance of the emergency evacuation travel in the event of an abnormality can be extended by accurately detecting the abnormal point and performing appropriate fail-safe control in accordance with the type of the detected abnormality. Then, further expansion of the abnormal range is suppressed.

The predetermined time required to determine each of the above-mentioned abnormalities is set in accordance with the balance between securing the accuracy of the determination and the urgency of fail-safe control for the abnormalities.
For example, in the case of the “abnormality of the in-vehicle device drive system”, if the abnormality is caused by a poor connection operation of the clutch 25, the connection is immediately released to protect the clutch 25 and the in-vehicle devices 13 to 13. Since it is necessary to secure the operation of No. 15, the predetermined time required for the determination is set to be short. On the other hand, in the case of the above "abnormality of the rotation sensor", the cause is an electrical failure or the like, which may return to the normal state promptly, or may cause mechanical damage that immediately causes damage to other devices. The predetermined time is set to be longer because it is not an obstacle.

According to the embodiment described above, the following effects can be obtained. (1) In the present embodiment, the vehicle-mounted device 1 using the engine 10
At the time of driving 3 to 15, the detected values of the rotational speeds of the engine 10 and the M / G 16 are inconsistent, and whether the in-vehicle device (P / S pump 14) is activated based on the detection result of the hydraulic pressure sensor 29 is checked. An abnormality in the rotation sensor 28 and an abnormality in the in-vehicle device drive system (the transmission belt 24 and the clutch 25) are determined. Therefore, appropriate fail-safe control according to the abnormality can be performed.

(2) In this embodiment, the connection of the clutch 25 is released when it is determined that there is an abnormality in the drive system of the vehicle-mounted device. For this reason, the power transmission from the crankshaft 10a to the transmission belt 24 is cut off, and the in-vehicle device drive system in which the abnormality has occurred is protected from the load input from the engine 10, and the further expansion of the abnormality is suppressed.

(3) In this embodiment, when it is determined that there is an abnormality in the drive system of the on-vehicle equipment, the M / G 16 is rotated and the clutch 25 is disconnected. For this reason, the abnormality of the in-vehicle device driving system at that time is caused by the M / G 16 and the in-vehicle devices 13 to 1
M / 5, provided that it does not impede the transmission of power between
The driving of the in-vehicle devices 13 to 15 by G16 is continued. As a result, the operation of the on-vehicle devices 13 to 15 can be maintained as much as possible even after the occurrence of an abnormality in the on-vehicle device drive system.

(4) In this embodiment, when it is determined that there is an abnormality in the drive system of the on-vehicle equipment, the clutch 25 is disconnected to drive the M / G 16 to rotate. Based on-vehicle equipment (P / S pump 1
By checking the presence or absence of the operation of 4), the abnormality of the transmission belt 24 and the abnormality of the clutch 25 are determined and determined. Therefore, more appropriate abnormality-time control according to the abnormality can be performed.

(5) In this embodiment, the clutch 25 is connected, and the on-vehicle devices 13 to 15 and the crankshaft 10a are connected.
Is driven by the M / G 16 when the rotational speed of the engine 10 is inconsistent with the M / G 16 and the hydraulic pressure sensor 29
The abnormality of the transmission belt 24 and the abnormality of the clutch 25 are determined by checking whether the in-vehicle device (the P / S pump 14) is operating based on the detection result. Therefore, more appropriate abnormality-time control according to the abnormality can be performed.

The first embodiment described above can be modified and implemented as follows. In the above embodiment, whether or not the in-vehicle devices 13 to 15 are operated is confirmed based on the detection result of the hydraulic sensor 29. However, any other detection means may be used.
If the detecting means is capable of confirming the presence or absence of any one or more of the above, the above confirmation may be performed based on the detection result. For example, a sensor for detecting the rotational speed of the in-vehicle device may be provided on the rotating shaft of the in-vehicle device, and whether or not the in-vehicle device operates may be confirmed based on the detection result.

In the above-described abnormality determination conditions, the rotational speed of the engine 10 and the M / G 16 are inconsistent if the rotational speed of the drive side is equal to or higher than a predetermined value and the rotational speed of the driven side is lower than the predetermined value. (E.g., condition (a3), condition (c3), etc.). This may be determined based on whether or not an inequality expression holds for both the rotation speeds of the engine 10 and the M / G 16.

In the above-described <1> to <5>, each of the abnormality determination and abnormality control processing may not be all performed, and may be performed only on a part thereof. In the above-described embodiment, when the abnormality of the on-vehicle equipment drive system is determined, the M / G 16 is rotated after disconnecting the clutch 25, and then the transmission belt is determined based on the confirmation of the operation of the on-vehicle equipment 13 to 15. An abnormality of the clutch 24 and an abnormality of the clutch 25 are determined. Here, even when such an abnormality is not determined, it is possible to perform the abnormal time control for each type of abnormality based on the determination of the abnormality of the rotation sensor 28 and the abnormality of the in-vehicle device drive system. In this case, the operation of the on-vehicle devices 13 to 15 can be maintained as much as possible by releasing the connection of the clutch 25 and rotating the M / G 16. Further, in this case, if at least the connection of the clutch 25 is released, it is possible to prevent the abnormality from expanding due to the load from the engine 10 being applied to the in-vehicle device drive system in the abnormal state.

The contents of the control at the time of abnormality such as fail-safe at the time of abnormality determination may be arbitrarily changed according to the configuration of the drive system of the vehicle to be applied. For example, it is possible to easily identify an abnormal part at the time of repair simply by storing information of the abnormality at the time of abnormality determination in the abnormality diagnosis device of the vehicle.

(Second Embodiment) Next, a second embodiment of the present invention will be described with reference to FIGS. 4 and 5, focusing on differences from the first embodiment.

In the first embodiment, when the on-vehicle devices 13 to 15 are driven by the M / G 16 while the engine 10 is stopped, N
When the rotation speed of the engine 10 detected by the E sensor 27 is equal to or higher than a predetermined rotation (the condition (e4) of <5> is satisfied), it is determined that the disconnection operation of the clutch 25 has failed.

However, the NE sensor 27 has a
Depending on the situation, the NE sensor 27 may output a detection result as if the engine 10 is rotating even though the engine 10 is actually stopped.
As a result, erroneous abnormality determination may be made.

FIG. 4A shows the structure of an electromagnetic pickup type NE sensor which is an example of the NE sensor. The electromagnetic pickup type NE sensor has a core around which a coil is wound, and a magnet, and is opposed to a timing rotor attached so as to rotate integrally with the engine output shaft 10a (FIG. 1). Installed. The timing rotor has a plurality of teeth at predetermined intervals on its outer periphery. When the timing rotor rotates and its outer teeth approach the core, the gap between the core and the teeth changes. By changing the amount of magnetic field lines passing through the coil in response to such a change in the gap, electromagnetic induction causes
An electromotive force (voltage) is generated in the coil according to the rotation of the rotor. Therefore, when the engine output shaft 10a rotates, the coil generates a pulse-like electromotive force every time the teeth of the timing rotor pass near the core, and as shown in FIG. Means that a pulse-like voltage signal is output periodically. Therefore, by monitoring the generation interval of such a pulsed voltage signal, the engine 10
Can be detected.

During the stop of the engine 10, the output voltage of the NE sensor 27 is normally kept at zero because the timing rotor does not rotate. However, engine 10
5C, depending on the situation, due to the vibration of the engine 10 and the vehicle body accompanying the driving of the on-vehicle equipment by the M / G 16 and the like, the minute relative swing between the teeth of the timing rotor and the core as shown in FIG. May occur. Then, when such relative swing occurs in a state where the teeth of the timing rotor are located near the core, the interval between the teeth and the core changes periodically, and the coil periodically generates a pulse-like electromotive force. Sometimes.

Therefore, even when the engine 10 is stopped and the crankshaft 10a and the timing rotor are not rotating, the NE sensor 27 periodically outputs a pulsed voltage signal similar to that during engine rotation, depending on the situation. Can occur. As a result, a detection result may be obtained as if the crankshaft 10a is rotating, even though the crankshaft 10a is not actually rotating. In such a case, according to the above-described determination conditions, it is erroneously determined that a failure in the disconnection operation of the clutch 25 has occurred.

Incidentally, in general, the output cycle of the voltage signal of the NE sensor 27 in such a situation is sufficiently longer than the output cycle of the voltage signal of the NE sensor 27 which is assumed at the time of occurrence of a failure in the disconnection operation of the clutch 25. Tests have shown that the length is short. That is, in such situations,
The rotational speed sufficiently higher than expected at the time of occurrence of a failure in the disconnection operation is detected by the NE sensor 27.

Now, in order to avoid the error of the abnormality judgment based on the erroneous detection of the NE sensor 27, in the present embodiment, E
The CU 26 operates in the manner shown in FIG.
The operation failure of disconnection 5 is determined.

That is, in the present embodiment, the M / G 16 when the engine is stopped and the disconnection command is issued to the clutch 25 is issued.
(E1) to (e) when the in-vehicle device is driven by
4) is satisfied (S200 in FIG. 5: YE
S), unless the engine rotation speed is equal to or lower than the predetermined value γ2 (S210: NO), it is determined that there is no abnormality in the disconnection operation of the clutch 25, and the determination that there is an abnormality at that time is suspended. (S230).

Here, the predetermined value γ2 is set to the maximum value of the engine rotational speed assumed at the time of occurrence of a failure in the disconnection operation. It can be said that the actual engine speed does not exceed the predetermined value γ2, even when the disconnection operation of the clutch 25 is defective. Therefore, the NE sensor 27 whose engine speed exceeds the predetermined value γ2
Is output, it can be determined that the detection result is based on the erroneous detection of the sensor 27 as described above. In addition, an erroneous detection result of the engine rotation speed of the NE sensor 27 according to the relative swing generally indicates a rotation speed sufficiently higher than the predetermined value γ2.

Therefore, according to the above embodiment, the clutch 25
Is determined, the NE sensor 2
7 can be suitably avoided. In addition,
As described below, erroneous abnormality determination due to erroneous detection of the NE sensor 27 based on the rotational load of the M / G 16 can be avoided.

When the operation failure of the disconnection of the clutch 25 occurs as described above, the M / G 16 rotates the engine output shaft 10a in addition to the in-vehicle devices 13 to 16. Therefore, when such abnormalities occur,
The rotational load of the M / G 16 naturally increases as compared with the normal state.

Therefore, the processing in step 210 is performed by M
/ G16 is changed to a process for determining whether or not the rotational load is equal to or more than a predetermined value. Then, the changed step 21
0, the clutch 25
It is determined that an error has occurred due to a malfunction in disconnecting the
The abnormal time control corresponding thereto is performed (S230). When a negative determination is made, it is determined that there is no abnormality, and at that time, the determination that there is an abnormality is suspended.

In the present embodiment, the M / G 16 is determined by comparing the detected value of the rotational speed of the M / G 16 with its target value.
The power supplied to the power supply is adjusted, and as the rotational load increases, the power supplied also increases. As a result, the clutch 25 is not normally disconnected, and the
In addition to 3 to 15, the engine output shaft 10a is also rotated by the M / G 16, and if the rotational load increases, the power supplied to the M / G 16 also increases. Therefore,
The magnitude of the rotational load can be determined based on the power supplied to the M / G 16.

For example, in step 210, when the power supplied to the M / G 16 exceeds the maximum value of the power supplied when the vehicle-mounted device is normally driven, it is determined that the rotational load is equal to or more than the predetermined value. , Erroneous determination based on the erroneous detection of the NE sensor 27 is eliminated,
Accurate abnormality determination can be performed.

(Third Embodiment) Next, a third embodiment of the present invention will be described with reference to FIG. 6, focusing on differences from the above embodiments.

In the above-described vehicle-mounted device driving apparatus, the engine 1
0, the on-board devices 13-1 by the M / G 16
5 is continued. Such M /
When the in-vehicle devices 13 to 16 such as the A / C compressor 13 are stuck when the in-vehicle devices are driven by the G16, for example, the rotational load of the M / G 16 increases, and a great load is imposed.

In the present embodiment, in the mode shown in FIG.
By performing the abnormality determination, the ECU 26 more reliably detects the occurrence of such a sticking abnormality. That is, in the present embodiment, if it is confirmed that there is no failure in the disconnection operation of the clutch 25 when the M / G 16 drives the on-vehicle device while the engine is stopped and the disconnection command is issued to the clutch 25 (S300: (YES), the presence or absence of the occurrence of the fixation abnormality is determined according to the rotation speed of the M / G 16 at that time (S310). By the way,
The presence or absence of such an operation failure can be determined, for example, by referring to <5 in the first embodiment.
> Or in the manner described in the second embodiment.

When a fixation abnormality occurs, the rotational speed of the M / G 16 cannot be sufficiently increased due to an increase in the driving load accompanying the fixation abnormality. Therefore, if the rotation speed of the M / G 16 detected by the rotation sensor 28 is equal to or lower than the predetermined rotation speed (S310: YES), it can be determined that the rotation load of the M / G 16 is unreasonably high, thereby causing the sticking abnormality. Is determined. The predetermined rotation speed here is
A value smaller than the minimum value of the target rotation speed when the in-vehicle device is driven by the M / G 16 is set.

Further, in this embodiment, the ECU 26 determines that the occurrence of the fixation abnormality is detected here (S310: YE
S), the electromagnetic clutch 20a for A / C is maintained in a disconnected state as abnormal time control corresponding thereto (S320). Thus, A / C compressor 1
3 is kept in a state of being disconnected from the vehicle-mounted device drive system.

At this time, if the A / C compressor 13 is stuck, if it is cut off, the driving state of the other on-vehicle equipment by the M / G 16 can be maintained and the vehicle can continue running. On the other hand, even if the sticking occurs in the on-vehicle equipment other than the A / C compressor 13, if the driving of the A / C compressor 13 which does not directly affect the maintenance of the vehicle is stopped, the M / G 16 Can be reduced correspondingly. Therefore, by such abnormal time control, it is possible to suitably suppress an increase in the load on the M / G 16 due to the occurrence of the abnormality while maintaining the vehicle running even when the adhesion abnormality occurs.

The determination of the presence or absence of the fixing abnormality is determined by M /
It can also be performed based on parameters other than the rotation speed of G16. For example, the drive power of the M / G 16 is adjusted according to a comparison between the detected value of the rotational speed and the target value, and is increased if the detected value of the rotational speed is less than the target value. Therefore, when the rotation load of the M / G 16 increases due to the occurrence of the sticking abnormality, and it becomes difficult to sufficiently increase the rotation speed, the driving power of the M / G 16 becomes larger than in the normal state.
Therefore, the occurrence of the sticking abnormality can be detected based on the driving power of the M / G 16.

If the on-vehicle equipment other than the A / C compressor 13 is provided with a clutch for connecting / disconnecting the connection with the transmission mechanism 24, the clutch is held in a disconnected state when the above-mentioned fixing abnormality occurs. Thus, an abnormal-time control can be performed so as to stop the driving of the on-vehicle device. However, it is desirable to select an in-vehicle device that does not directly affect the running of the vehicle as the in-vehicle device that stops driving due to such abnormal control.

Each of the above embodiments can be implemented in the following manner. -In the said embodiment, the crankshaft 10a, the vehicle equipment 13-15, and the M / G1
6 are driven and connected to each other, but they may be driven and connected through an arbitrary transmission mechanism such as a gear mechanism. Even in such a case, it is possible to determine the abnormality of the transmission mechanism or the like in a manner similar to or similar to the above embodiment.

[Brief description of the drawings]

FIG. 1 is a schematic diagram showing the overall structure of a first embodiment of the present invention.

FIG. 2 is a flowchart showing the principle logic of abnormality determination according to the first embodiment.

FIG. 3 is a flowchart showing the principle logic of abnormality determination.

FIG. 4 is a view additionally showing a configuration of a NE sensor, an output waveform, and a noise generation mode.

FIG. 5 is a flowchart showing the principle logic of abnormality determination according to the second embodiment.

FIG. 6 is a flowchart showing the principle logic of abnormal-time control according to the third embodiment.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 10 ... Engine, 13-15 ... In-vehicle equipment, 16 ... Motor / generator (M / G; electric motor), 19-23 ... Pulley (transmission mechanism), 24 ... Transmission belt (transmission mechanism), 25
... Clutch, 26 ... Electronic control device (ECU; abnormal time control means), 27 ... NE sensor (detection means, first detection means), 28 ... Rotation sensor (second detection means), 29 ... Hydraulic sensor (third detection) Means, operation detecting means), 20a ... clutch (further clutch).

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F02D 29/02 321 B60K 9/00 ZHVE (72) Inventor Takanori Moriya 1st Toyota Town, Toyota City, Aichi Prefecture Toyota Auto 3D039 AA02 AA03 AB01 AB27 AC07 AC21 AD11 3G092 AC03 EA26 GA04 GB10 HE01Z HF01Z 3G093 AA01 BA21 BA22 CA04 DA01 DB01 EC02 3J057 AA01 BB02 GA51 GB02 GB14 GB22 GE01 GE10 HH02

Claims (12)

[Claims] 1. An on-vehicle device driving apparatus for driving an on-vehicle device, the device comprising an on-vehicle device drive system for drivingly connecting an engine output shaft and a plurality of on-vehicle devices, wherein a rotational speed of the engine output shaft is detected. A first detecting means, a second detecting means for detecting a rotational speed of any one of the in-vehicle devices, and a third detecting means for detecting the presence or absence of operation of any one of the in-vehicle devices; A) The engine is being driven, Condition (B): The detection results of the first and second detection means indicate that the rotational speed of the on-vehicle device has not reached the rotational speed corresponding to the rotational speed of the engine output shaft. Condition (c), based on the detection result of the third detection means, that the operation of the in-vehicle device has been confirmed to be present, for each of the above conditions (a) to (c) All established An on-vehicle device driving device, further comprising an abnormal-time control unit that determines that there is an abnormality in the second detection unit and performs an abnormal-time control according to the determined abnormality. 2. An in-vehicle device driving apparatus for driving an in-vehicle device, comprising an in-vehicle device drive system for drivingly connecting an engine output shaft and a plurality of in-vehicle devices, wherein the rotational speed of the engine output shaft is detected. A first detecting means, a second detecting means for detecting a rotational speed of any one of the in-vehicle devices, and a third detecting means for detecting the presence or absence of operation of any one of the in-vehicle devices; A) The engine is being driven, Condition (B): The detection results of the first and second detection means indicate that the rotational speed of the on-vehicle device has not reached the rotational speed corresponding to the rotational speed of the engine output shaft. Condition (c) that the operation of the in-vehicle device has been confirmed based on the detection result of the third detection means. For each of the conditions (a) and (b), Together And abnormal condition control means for judging that the in-vehicle device drive system is abnormal when the condition (c) is not satisfied, and performing abnormal control in accordance with the determined abnormality. In-vehicle equipment driving device. 3. The on-vehicle device drive system includes a transmission mechanism for driving and connecting the plurality of on-vehicle devices to each other, and a clutch for disconnecting and connecting the engine output shaft to the transmission mechanism. 3. The on-vehicle device driving device according to claim 2, wherein the means releases the connection of the clutch when it is determined that the on-vehicle device driving system is abnormal. 4. One of the on-vehicle devices is an electric motor, and the abnormal-time control means disconnects the clutch and activates the electric motor when it is determined that the on-vehicle device drive system has an abnormality. The in-vehicle device driving device according to claim 3, wherein the device is driven. 5. The abnormal time control means, when it is determined that there is an abnormality in the on-vehicle equipment drive system, determines whether or not the on-vehicle equipment is operating based on a detection result of the third detection means after driving the electric motor. The in-vehicle device driving device according to claim 4, wherein the abnormality is determined when the confirmation is made. 6. The abnormal time control means, when it is determined that the in-vehicle device drive system has an abnormality, determines whether or not the in-vehicle device is inactive based on a detection result of the third detecting means after driving the electric motor. The in-vehicle device driving device according to claim 4, wherein the transmission mechanism is determined to be abnormal when confirmed. 7. An on-vehicle equipment drive device comprising an on-vehicle equipment drive system including a transmission mechanism for drivingly connecting an electric motor and on-vehicle equipment to each other, and a clutch for disconnecting and connecting an engine output shaft to the transmission mechanism. First detection means for detecting the rotation speed of the engine output shaft, second detection means for detecting the rotation speed of the electric motor,
A third detecting means for detecting whether or not any one of the in-vehicle devices is operated; and (i) a command is issued to connect the transmission mechanism and the engine output shaft by the clutch; B) the motor is being driven; condition (a) that the detection results of the first and second detection means indicate that the rotation speed of the engine output shaft has not reached the rotation speed corresponding to the rotation speed of the motor; The condition (ii) that the operation of the in-vehicle device is confirmed to be operating based on the detection result of the third detection means, for each of the above conditions (i) to (ni). An in-vehicle device driving device, further comprising: an abnormal-time control unit that determines that the clutch is abnormal when all the conditions are satisfied, and performs an abnormal-time control according to the determined abnormality. 8. An on-vehicle equipment drive device comprising an on-vehicle equipment drive system including a transmission mechanism for drivingly connecting an electric motor and an on-vehicle equipment to each other, and a clutch for disconnecting and connecting an engine output shaft to the transmission mechanism. First detection means for detecting the rotation speed of the engine output shaft, second detection means for detecting the rotation speed of the electric motor,
A third detecting means for detecting whether or not any one of the in-vehicle devices is operated; and (i) a command is issued to connect the transmission mechanism and the engine output shaft by the clutch; B) the motor is being driven; condition (a) that the detection results of the first and second detection means indicate that the rotation speed of the engine output shaft has not reached the rotation speed corresponding to the rotation speed of the motor; The above conditions (i) to (ha) are the following conditions: the condition (ii) that the operation of the in-vehicle device has been confirmed based on the detection result of the third detection means. It is characterized by further comprising an abnormal-time control means for judging that the transmission mechanism is abnormal when both are satisfied and the condition (ii) is not satisfied, and performing abnormal-time control according to the determined abnormality. In-vehicle equipment driving device. 9. An on-vehicle equipment drive device comprising an on-vehicle equipment drive system comprising a transmission mechanism for drivingly connecting an electric motor and an on-vehicle equipment to each other, and a clutch for connecting and disconnecting an engine output shaft to and from the transmission mechanism. Condition (A) that a command for disconnecting the transmission mechanism from the engine output shaft by the clutch is issued, and condition (B) the engine stops. Condition (C) that the detection result of the detection means indicates that the engine output shaft is rotating, and condition (D) that the electric motor is driven. When all of A) to (D) are satisfied and the rotation speed of the engine output shaft indicated based on the detection result of the detection means is equal to or lower than a predetermined rotation speed, Even if all of the above-mentioned conditions (A) to (D) are satisfied, the rotational speed of the engine output shaft, which is indicated based on the detection result of the detecting means, is set to a predetermined value. An in-vehicle device driving device, further comprising an abnormal-time control unit that does not determine the presence of the abnormality when the rotation speed exceeds the rotation speed. 10. An on-vehicle equipment drive device comprising an on-vehicle equipment drive system including a transmission mechanism for drivingly connecting an electric motor and an on-vehicle equipment to each other, and a clutch for connecting and disconnecting an engine output shaft to and from the transmission mechanism. A first detecting means for detecting a rotational speed of an engine output shaft; and a second detecting means for detecting a rotational load of the electric motor. Condition (A): the transmission mechanism by the clutch, the engine output shaft, Condition (B) that the engine is stopped, and condition (C) that the detection result of the detection means indicates that the engine output shaft is rotating. Condition (D) that the motor is driven; Condition (E) that the rotational load of the motor detected by the second detection means is equal to or greater than a predetermined value; When all of the conditions (A) ~ (E) is satisfied, vehicle equipment driving device characterized by further comprising an abnormality time control means for performing abnormality judged to abnormality control. 11. An on-vehicle equipment drive device comprising: an on-vehicle equipment drive system including a transmission mechanism for drivingly connecting the on-vehicle equipment and the electric motor to each other, and a clutch for disconnecting and connecting an engine output shaft to the transmission mechanism. Condition (A) that disconnection of the transmission mechanism from the engine output shaft by the clutch is confirmed, and condition (B) that the motor is driven. (C) that the rotational load of the electric motor detected by the detection means is higher than a predetermined value.
When both (C) are satisfied, it is determined that there is a fixation abnormality of the in-vehicle device, and furthermore, there is provided an abnormal-time control means for performing an abnormal-time control according to the abnormality. 12. The vehicle according to claim 11, further comprising: a further clutch for disconnecting and connecting at least a part of said vehicle-mounted device to said transmission mechanism, wherein said abnormal time control means responds when it is determined that said fixation abnormality is present. The in-vehicle device driving device according to claim 11, wherein the further clutch is held in a disconnected state as abnormal condition control.