JP5884341B2 - Control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a power element including an internal combustion engine and a rotating electrical machine, and a technical field of a control device that controls a hybrid vehicle including a clutch between the internal combustion engine and a drive shaft.

  In this type of hybrid vehicle, a clutch is provided between the internal combustion engine and the drive shaft. When the engine is stopped, the engine is disconnected from the drive shaft by opening the clutch. Further, when the stopped engine is started, the clutch is engaged, and pushing using the power of the motor is performed.

  The engine start described above may not be performed properly due to, for example, the running state of the vehicle or a malfunction of each part. For this reason, for example, Patent Document 1 proposes a technique of starting the engine with a starter in a region where the internal combustion engine cannot be started by engagement of the clutch. Further, Patent Document 2 proposes a technique of starting an internal combustion engine with a starter when it is determined that a motor has failed. Patent Document 3 proposes a technique for preventing the internal combustion engine from starting when an abnormality occurs in the clutch.

  Patent Document 4 proposes a technique of using the operating state of the internal combustion engine or the operating state of the motor as means for detecting an abnormality of the clutch.

JP 2001-107763 A JP-A-10-136508 JP 2006-274920 A JP 2008-120224 A

  Patent Documents 1 and 2 describe that an internal combustion engine is started using a starter when it is impossible to start the internal combustion engine by pushing, but there is no description of a clutch failure. On the other hand, Patent Document 3 describes that starting of the engine is stopped when the clutch is broken, but does not describe anything about starting the engine when the clutch is broken. Further, even if an attempt is made to start the internal combustion engine by the starter described in Patent Documents 1 and 2 in the event of a clutch failure, each patent document has a specific response when a clutch failure is detected. Since it is not specified, it is difficult to start an appropriate internal combustion engine. As described above, the techniques described in each of the above-mentioned patent documents have a technical problem that the internal combustion engine cannot be suitably started when the clutch fails.

  The present invention has been made in view of the above-described problems, and an object of the present invention is to provide a control device for a hybrid vehicle that can quickly and surely start an internal combustion engine in the event of a clutch failure.

In order to solve the above problems, a control device for a hybrid vehicle of the present invention includes a power element including an internal combustion engine and a rotating electric machine, a clutch capable of engaging and releasing a connection between the internal combustion engine and a drive shaft, and the internal combustion engine. A control device for a hybrid vehicle including a starter motor that can be started, wherein the clutch is engaged when the hybrid vehicle is stopped by the internal combustion engine and running with power from the rotating electrical machine. Clutch start control means for starting the internal combustion engine by controlling to, and clutch failure detection means for detecting whether or not the clutch has failed when starting the internal combustion engine by the clutch start control means, A starter start control for starting the internal combustion engine by the starter motor when a failure of the clutch is detected. And the clutch failure detection means has clutch stroke detection means capable of detecting a stroke state of the clutch, and is controlled by the clutch start control means so that the clutch is engaged. The starter start control means detects the clutch failure when the transition time to the stroke state for starting the internal combustion engine is longer than a predetermined period, but the starter start control means detects the clutch stroke. When there is no abnormality in the detecting means and the clutch stroke detecting means can detect that the clutch is engaged, the internal combustion engine is started by the starter motor after the clutch is released .

  The hybrid vehicle according to the present invention has various modes regardless of fuel type, fuel supply mode, fuel combustion mode, intake / exhaust system configuration, cylinder arrangement, and the like as power elements capable of supplying power to the drive shaft. A vehicle including at least an internal combustion engine that can be employed and a rotating electrical machine that can be configured as a motor generator such as a motor generator. A clutch capable of engaging and releasing a connection for transmitting power is provided between the internal combustion engine and the drive shaft. In addition, a starter motor capable of starting the internal combustion engine is provided.

  The hybrid vehicle control device according to the present invention is a control device that controls such a hybrid vehicle, and includes, for example, one or a plurality of CPUs (Central Processing Units), MPUs (Micro Processing Units), various processors, or various controllers. Alternatively, various processing units such as a single or plural ECUs (Electronic Controlled Units), which may appropriately include various storage means such as ROM (Read Only Memory), RAM (Random Access Memory), buffer memory or flash memory Various computer systems such as various controllers or microcomputer devices can be used.

  When the hybrid vehicle control device according to the present invention is operated, when the hybrid vehicle is running with power from the rotating electrical machine, the internal combustion engine that has stopped the internal combustion engine is started (that is, running in the EV mode). In the case of switching to traveling in the HV mode, the clutch start control means controls the clutch to be engaged, whereby the internal combustion engine is started by pushing using the power of the rotating electrical machine.

  Further, in the present invention, at the time of starting control of the internal combustion engine by engaging the clutch described above, it is detected by the clutch failure detection means whether or not the clutch has failed. The term “clutch failure” as used herein means a state in which the internal combustion engine cannot be started properly due to the engagement of the clutch. In addition to the case where the clutch does not operate at all, the clutch operates. This is intended to include a state where the internal combustion engine cannot be engaged to the extent that it can be started, or a case where the clutch engagement operation is extremely slow.

  If the clutch is broken, the internal combustion engine cannot be started or a long time is required to start the internal combustion engine even if the clutch start control means controls the clutch to engage. Therefore, in the present invention, when a clutch failure is detected, the internal combustion engine is started by the starter motor. In this way, the internal combustion engine can be reliably started even when the clutch is out of order. Further, when the clutch failure is detected, the control is switched from the start control of the internal combustion engine by the clutch to the start control by the starter motor, so that the internal combustion engine is started even though the internal combustion engine should be started. It is possible to prevent the state of not being continued for a long time.

  As described above, according to the hybrid vehicle control apparatus of the present invention, it is possible to start the internal combustion engine suitably even in the event of a clutch failure.

  In one aspect of the control apparatus for a hybrid vehicle of the present invention, the clutch failure detection means includes clutch stroke detection means capable of detecting a stroke state of the clutch.

  According to this aspect, since the clutch stroke state (that is, the relative position information of the engagement portion of the clutch) is detected by the clutch stroke detection means, it is easy and accurate at the start control of the internal combustion engine by the clutch. A clutch failure can be detected.

  In the aspect including the clutch stroke detection unit described above, the clutch failure detection unit is controlled so that the clutch is engaged by the clutch start control unit, but the stroke state of the clutch does not change. Further, it may be configured to detect a failure of the clutch.

  According to this structure, a clutch failure is detected when the clutch is not actually operated despite the instruction from the clutch start control means to engage the clutch. Therefore, a clutch failure can be reliably detected.

  In the aspect including the clutch stroke detection unit described above, the clutch failure detection unit is controlled so that the clutch is engaged by the clutch start control unit, but the clutch stroke state is changed. The clutch failure may be detected when the transition time to the stroke state for starting the internal combustion engine is longer than a predetermined period.

  With this configuration, the clutch is operated in accordance with an instruction from the clutch start control means, but the clutch operation is insufficient, and it takes a predetermined period of time or more to start the internal combustion engine. In addition, a clutch failure is detected. Here, the “predetermined period” is set in advance as an appropriate period until the start control of the internal combustion engine by the clutch is switched to the start control by the starter motor. As a result, it is possible to quickly detect a failure and prevent the start of the internal combustion engine from being delayed.

  In the aspect including the clutch stroke detection means described above, the clutch failure detection means is controlled so that the clutch is engaged by the clutch start control means, so that the stroke state of the clutch starts the internal combustion engine. In the case where the rotation speed during the internal combustion period does not increase despite the change to the stroke state, the clutch failure may be detected.

  With this configuration, it is detected that the clutch is operating according to an instruction from the clutch start control means, but a clutch failure is detected when the internal combustion engine cannot actually be started. Is done. As a result, it is possible to avoid a situation in which the internal combustion engine cannot be started even though the stroke state of the clutch is normal. Further, even when an abnormality has occurred in the clutch stroke detecting means (that is, when the detected stroke state is not accurate), the internal combustion engine can be reliably started.

  In the aspect provided with the clutch stroke detection means described above, the starter start control means can detect the clutch when the clutch stroke detection means has no abnormality and the clutch stroke detection means can detect that the clutch is engaged. After the opening, the internal combustion engine may be started by the starter motor.

  In this case, the starter start control means first determines whether or not there is an abnormality in the clutch stroke detection means (that is, whether or not an accurate stroke state can be detected). The abnormality in the clutch stroke detecting means can be determined by what clutch stroke state is detected by the clutch stroke detecting means when, for example, control for engaging the clutch by the clutch start control means is performed.

  Specifically, for example, when the clutch stroke state does not change even though the clutch is controlled so as to be engaged by the clutch start control means, the clutch itself may be out of order. There may be an abnormality in the stroke detection means. Even when the clutch stroke state has changed to a stroke state at which the internal combustion engine can be started, the clutch stroke detection means may be abnormal even when the rotation speed during the internal combustion period does not increase. is there. On the other hand, when the change in the stroke state over time can be detected, it can be determined that there is no abnormality in the clutch stroke detecting means.

  If there is no abnormality in the clutch stroke detecting means, it is further determined whether the clutch is detected as being engaged by the clutch stroke detecting means. That is, it is determined whether or not the clutch stroke state detected by the clutch stroke detection means corresponds to the engaged state. The “engaged state” here is a broad concept including a state in which the clutch is completely engaged, as well as a state in which the clutch is completely engaged. That is, it can be said that the “engaged state” here is a state where the clutch is not released.

  When the clutch is in the engaged state, the clutch in the engaged state is first released. Then, after the clutch is released, start control of the internal combustion engine by the starter motor is performed. In this way, it is possible to prevent a problem from occurring in the power transmission system due to the start control of the internal combustion engine being performed by the starter motor with the clutch engaged.

  In the aspect including the clutch stroke detection unit described above, the hybrid vehicle includes a transmission between the clutch and the drive shaft, and the starter start control unit cannot determine that the clutch stroke detection unit is normal. The internal combustion engine may be started by the starter motor after the transmission is in a neutral state.

  In this case, the starter start control means first determines whether or not there is an abnormality in the clutch stroke detection means. If it cannot be determined that there is no abnormality in the clutch stroke detection means (that is, there is a possibility that the clutch stroke detection means is abnormal), the transmission is in the neutral state (that is, no gear is selected). State). When the transmission is in the neutral state, the starter motor is controlled to start the internal combustion engine. In this way, even if it is not possible to determine whether or not the clutch is engaged, the transmission is disconnected from the internal combustion engine and the drive shaft. Therefore, it is possible to prevent a problem from occurring in the power transmission system due to the start control of the internal combustion engine by the starter motor being performed with the internal combustion engine connected to the drive shaft.

  The effect | action and other gain of this invention are clarified from the form for implementing invention demonstrated below.

1 is a schematic configuration diagram conceptually showing a configuration of a hybrid vehicle. 1 is a schematic configuration diagram conceptually showing a configuration of a hybrid drive device. It is a mimetic diagram which illustrates one section composition of an engine. It is a block diagram which shows the structure of the control apparatus of the hybrid vehicle which concerns on embodiment. It is a flowchart which shows a series of operation | movement of the control apparatus of the hybrid vehicle which concerns on embodiment.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  First, the overall configuration of the hybrid vehicle according to the present embodiment will be described with reference to FIG. FIG. 1 is a schematic configuration diagram conceptually showing the configuration of the hybrid vehicle.

  In FIG. 1, a hybrid vehicle 1 according to the present embodiment includes a hybrid drive device 10, a PCU (Power Control Unit) 11, a battery 12, an accelerator opening sensor 13, a vehicle speed sensor 14, and an ECU 100.

  The ECU 100 is an electronic control unit that includes a CPU, a ROM, a RAM, and the like, and is configured to be able to control the operation of each part of the hybrid vehicle 1, and is an example of the “hybrid vehicle control device” of the present invention. The ECU 100 is configured to execute various controls in the hybrid vehicle 1 according to a control program stored in, for example, a ROM.

  The PCU 11 converts the DC power extracted from the battery 12 into AC power and supplies it to a motor generator MG described later. Further, an inverter (not shown) that can convert AC power generated by motor generator MG into DC power and supply it to battery 12 is included. That is, the PCU 11 inputs and outputs power between the battery 12 and the motor generator, or inputs and outputs power between the motor generators (that is, in this case, the power is exchanged between the motor generators without going through the battery 12. Is a power control unit configured to be controllable. The PCU 11 is electrically connected to the ECU 100, and its operation is controlled by the ECU 100.

  The battery 12 is a rechargeable power storage unit that functions as a power supply source related to power for powering the motor generator MG. The amount of power stored in the battery 12 can be detected by the ECU 100 or the like.

  The accelerator opening sensor 13 is a sensor configured to be able to detect an accelerator opening Ta as an operation amount of an accelerator pedal (not shown) of the hybrid vehicle 1. The accelerator opening sensor 13 is electrically connected to the ECU 100, and the detected accelerator opening Ta is referred to by the ECU 100 at a constant or indefinite period.

  The vehicle speed sensor 14 is a sensor configured to be able to detect the vehicle speed V of the hybrid vehicle 1. The vehicle speed sensor 14 is electrically connected to the ECU 100, and the detected vehicle speed V is referred to by the ECU 100 at a constant or indefinite period.

  The hybrid drive device 10 is a power unit that functions as a power train of the hybrid vehicle 1. Here, the detailed configuration of the hybrid drive apparatus 10 will be described with reference to FIG. FIG. 2 is a schematic configuration diagram conceptually showing the configuration of the hybrid drive apparatus.

  In FIG. 2, the hybrid drive device 10 mainly includes an engine 200, a starter motor 300, a friction clutch device 20, a transmission 30, a motor generator MG, a connection switching mechanism 40, and a speed reduction mechanism 70.

  The engine 200 is a gasoline engine which is an example of the “internal combustion engine” according to the present invention, and is configured to function as a main power source of the hybrid vehicle 1. Here, the detailed configuration of the engine 200 will be described with reference to FIG. FIG. 3 is a schematic view illustrating one cross-sectional configuration of the engine.

  The “internal combustion engine” in the present invention includes, for example, a 2-cycle or 4-cycle reciprocating engine, and has at least one cylinder, and various fuels such as gasoline, light oil, alcohol, etc. in the combustion chamber inside the cylinder. Includes an engine configured to be able to take out the force generated when the air-fuel mixture containing gas is burned as a driving force through appropriate physical or mechanical transmission means such as pistons, connecting rods and crankshafts. It is a concept to do. As long as the concept is satisfied, the configuration of the internal combustion engine according to the present invention is not limited to that of the engine 200 and may have various aspects. Further, the engine 200 is an in-line four-cylinder engine in which four cylinders 201 are arranged in series in a direction perpendicular to the paper surface, but the configuration of each cylinder 201 is equal to each other. Only the cylinder 201 will be described.

  In FIG. 3, the engine 200 burns the air-fuel mixture through an ignition operation by an ignition device 202 in which a part of a spark plug (not shown) is exposed in a combustion chamber in a cylinder 201, and the explosive force due to such combustion. The reciprocating motion of the piston 203 that occurs in response to the above is converted into the rotational motion of the crankshaft 205 via the connecting rod 204.

  In the vicinity of the crankshaft 205, a crank position sensor 206 for detecting the rotational position (ie, crank angle) of the crankshaft 205 is installed. The crank position sensor 206 is electrically connected to the ECU 100 (not shown), and the ECU 100 calculates the engine speed NE of the engine 200 based on the crank angle signal output from the crank position sensor 206. It is the composition which becomes.

  In the engine 200, air sucked from the outside passes through the intake pipe 207 and is guided into the cylinder 201 through the intake port 210 when the intake valve 211 is opened. On the other hand, the fuel injection valve of the injector 212 is exposed at the intake port 210, so that fuel can be injected into the intake port 210. The fuel injected from the injector 212 is mixed with the intake air before and after the opening timing of the intake valve 211 to become the above-described mixture.

  The fuel is stored in a fuel tank (not shown), and is supplied to the injector 212 via a delivery pipe (not shown) by the action of a feed pump (not shown). The air-fuel mixture combusted inside the cylinder 201 becomes exhaust, and is led to the exhaust pipe 215 via the exhaust port 214 when the exhaust valve 213 that opens and closes in conjunction with the opening and closing of the intake valve 211 is opened.

  On the other hand, on the upstream side of the intake port 210 in the intake pipe 207, a throttle valve 208 capable of adjusting the intake air amount related to the intake air guided through a cleaner (not shown) is disposed. The throttle valve 208 is configured such that its drive state is controlled by a throttle valve motor 209 electrically connected to the ECU 100. The ECU 100 basically controls the throttle valve motor 209 so as to obtain a throttle opening corresponding to the opening of an accelerator pedal (not shown) (that is, the accelerator opening Ta described above). It is also possible to adjust the throttle opening without intervention of the driver's intention through the operation control of 209. That is, the throttle valve 208 is configured as a kind of electronically controlled throttle valve.

  A three-way catalyst 216 is installed in the exhaust pipe 215. The three-way catalyst 216 is configured to reduce NOx (nitrogen oxides) in the exhaust discharged from the engine 200 and at the same time to oxidize CO (carbon monoxide) and HC (hydrocarbon) in the exhaust. It is. In addition, the form which a catalyst apparatus can take is not limited to such a three-way catalyst, For example, instead of or in addition to the three-way catalyst, various catalysts such as an NSR catalyst (NOx storage reduction catalyst) or an oxidation catalyst are installed. May be.

  An air-fuel ratio sensor 217 configured to be able to detect the exhaust air-fuel ratio of the engine 200 is installed in the exhaust pipe 215. Further, a water temperature sensor 218 for detecting the cooling water temperature related to the cooling water (LLC) circulated and supplied to cool the engine 200 is disposed in the water jacket installed in the cylinder block that houses the cylinder 201. ing. The air-fuel ratio sensor 217 and the water temperature sensor 218 are electrically connected to the ECU 100, and the detected air-fuel ratio and cooling water temperature are grasped by the ECU 100 at a constant or indefinite detection cycle. .

  Returning to FIG. 2, a starter motor 300 capable of starting the stopped engine 200 is connected to the engine 200. Note that the connection between the engine 200 and the starter motor here is simplified, but a plurality of gears or the like may be provided between the engine 200 and the starter motor.

  Mechanical power output from the engine 200 via the engine output shaft 15 is transmitted to the transmission input shaft 28 via the friction clutch device 20. The friction clutch device 20 is an example of the “clutch” of the present invention, and is capable of connecting or disconnecting power transmission from the engine 200. For example, when the engine 200 is stopped, the friction clutch device 20 is released, and the power transmission from the engine 200 is disconnected. On the other hand, during operation of engine 200, friction clutch device 20 is engaged, and power transmission from engine output shaft 15 to transmission input shaft 28 is realized.

  In the present embodiment, particularly, the friction clutch device 20 includes a clutch stroke sensor (not shown). The clutch stroke sensor detects the stroke state of the friction clutch device 20. The detected stroke state can be used, for example, when a failure of the friction clutch device 20 is detected. The failure detection of the friction clutch device 20 will be described in detail later.

  The transmission 30 is configured so that the mechanical power received by the transmission input shaft 28 can be shifted by any one of the plurality of shift stages 31 to 34 and transmitted to the transmission output shaft 60. Specifically, the transmission 30 is configured as a parallel shaft gear device including a plurality of gear pairs. In the present embodiment, the first speed gear stage 31, the second speed gear stage 32, A third speed gear stage 33 and a fourth speed gear stage 34 are provided. Note that the reduction ratio of the first speed gear stage 31 to the fourth speed gear stage 34 decreases in the order of the first speed gear stage 31, the second speed gear stage 32, the third speed gear stage 33, and the fourth speed gear stage 34. It is comprised so that it may become.

  Each of the gear stages 31, 32, 33, 34 of the transmission 30 is a main gear 31a, 32a, 33a, 34a that is a gear on the transmission input shaft 28 side, and a counter gear that is a gear on the transmission output shaft 60 side. 31c, 32c, 33c, 34c. The main gears 31a, 32a, 33a, 34a mesh with the corresponding counter gears 31c, 32c, 33c, 34c. In each of the shift stages 31, 32, 33, 34, one of the main gear and the counter gear is configured to be rotatable with respect to the transmission input shaft 28 or the transmission output shaft 60. In each of the shift stages 31 to 34, a mesh clutch mechanism (for example, a dog clutch) (not shown) that couples a rotatable gear (main gear or counter gear) and the transmission input shaft 28 or the transmission output shaft 40 is provided. Each is provided.

  The power output from the transmission output shaft 60 is transmitted to the speed reduction mechanism 70 via the gears 46 and 48. Deceleration mechanism 70 outputs power transmitted to an axle (not shown).

  Motor generator MG is a motor generator having a power running function that converts electrical energy into kinetic energy and a regenerative function that converts kinetic energy into electrical energy. The motor generator MG is configured as, for example, a synchronous motor generator, and has a configuration including, for example, a rotor having a plurality of permanent magnets on the outer peripheral surface, and a stator wound with a three-phase coil that forms a rotating magnetic field. However, it may have other configurations. Motor generator MG is an example of the “rotary electric machine” according to the present invention.

  Connection switching mechanism 40 is a mechanism that switches the connection state of output shaft 50 of motor generator MG to transmission 30. The connection switching mechanism 40 includes a plurality of gears, a sleeve, and the like, and the connection state of the output shaft 50 of the motor generator MG can be changed by changing the position of the sleeve. The connection switching mechanism 40 according to the present embodiment includes an IN connection state in which the output shaft 50 of the motor generator MG is connected to the transmission input shaft 28, and the output of the motor generator MG via the gears 54a and 54b. The OUT connection state connected to the shaft 60 can be switched mutually.

  Next, a specific configuration of the ECU 100, which is an example of a control device for a hybrid vehicle according to the present embodiment, will be described with reference to FIG. FIG. 4 is a block diagram showing the configuration of the hybrid vehicle control apparatus according to the embodiment.

  In FIG. 4, the ECU 100 includes a travel mode switching determination unit 110, a clutch engagement control unit 120, a clutch stroke detection unit 130, a clutch failure determination unit 140, a clutch stroke abnormality determination unit 150, an engine start pre-processing unit 160, and a starter motor control. The unit 170 is provided.

  The travel mode switching determination unit 110 determines whether or not the travel mode of the hybrid vehicle should be changed from information indicating the travel status of the hybrid vehicle 1. Specifically, travel mode switching determination unit 110 stops between engine 200 and travels using only the power of the motor generator, and EV mode travels using the power of both engine 200 and motor generator MG. To determine whether the driving mode should be switched. When it is determined that the travel mode should be switched from the EV mode to the HV mode, the travel switching determination unit 110 causes the clutch engagement control unit 120 to start the friction clutch device 20 (FIG. 2) in order to start the engine 200 that has been stopped. Instruct to control).

  The clutch engagement control unit 120 controls the friction clutch device 20 to be engaged when the travel switching determination unit 110 determines that the travel mode should be switched from the EV mode to the HV mode. When the friction clutch device 20 is engaged during traveling in the EV mode, power is transmitted from the transmission input shaft 28 to the engine 200 via the friction clutch device 20 and the engine output shaft 15, and the engine 200 is pushed. Realized.

  The travel mode switching determination unit 110 and the clutch system control unit 120 are examples of the “clutch start control unit” in the present invention.

  The clutch stroke detection unit 130 is an example of the “clutch stroke detection unit” of the present invention, and detects the stroke state of the friction clutch device 20 from the information of the clutch stroke sensor provided in the friction clutch device 20. The detected stroke state is transmitted to the clutch failure determination unit 140 and the clutch stroke abnormality determination unit 150, respectively.

  The clutch failure determination unit 140 is an example of the “clutch failure detection unit” of the present invention, and determines whether or not the friction clutch device 20 has failed based on the stroke state detected by the clutch stroke detection unit 130. . Specifically, the clutch failure determination unit 140 determines whether or not the stroke state has changed normally in accordance with an instruction from the clutch system control unit 120. When the friction clutch device 20 is out of order, the clutch failure determination unit 140 instructs the clutch system control unit 120 to stop the engine start control by clutch engagement and to execute the engine start control by the starter motor 170. put out.

  The clutch stroke abnormality determination unit 150 determines whether or not there is an abnormality in the clutch stroke sensor based on the stroke state detected by the clutch stroke detection unit 130. The abnormality determination of the clutch stroke sensor will be described in detail later.

  The engine start pre-processing unit 160 performs pre-processing for engine start control by the starter motor 300 depending on whether or not the clutch stroke sensor is abnormal. Specifically, the engine start pre-processing unit 160 controls to release the friction clutch device 20 when there is no abnormality in the clutch stroke sensor. On the other hand, when it cannot be determined that the clutch stroke sensor is normal, the engine start pre-processing unit 160 performs control so as to change the gear of the transmission 30 to the neutral state.

  The starter motor control unit 170 controls to start the engine 200 using the starter motor when the clutch failure determination unit 140 detects a failure of the friction clutch device 20. The starter motor control unit 170 performs engine start control by the starter motor after the preprocessing by the engine start preprocessing unit 160.

  The clutch stroke abnormality determination unit 150, the engine start pre-processing unit 160, and the starter motor control unit 170 are examples of the “starter start control unit” of the present invention.

  The ECU 100 described above is an integrated electronic control unit including the above-described parts, and all the operations related to the parts are configured to be executed by the ECU 100. However, the physical, mechanical, and electrical configurations of the above-described parts according to the present invention are not limited thereto. For example, each of these means includes various ECUs, various processing units, various controllers, microcomputer devices, and the like. It may be configured as a computer system or the like.

  Next, the operation of the hybrid vehicle control device according to the present embodiment will be described with reference to FIG. FIG. 5 is a flowchart showing a series of operations of the hybrid vehicle control apparatus according to this embodiment.

  In FIG. 5, when the hybrid vehicle control device according to the present embodiment operates, first, the travel mode switching determination unit 110 determines whether or not to start the engine 200 of the hybrid vehicle 1 traveling in the EV mode (ie, EV). It is determined whether or not the mode is switched to the HV mode (step S01). If it is determined not to start engine 200 here (step S01: NO), the series of operations by the control device ends.

  When it is determined to start the engine 200 (step S01: YES), the clutch engagement control unit 120 instructs the friction clutch device 20 to engage (step S02). When an engagement instruction is issued to the friction clutch device 20, the stroke state of the friction clutch device 20 is detected by the clutch stroke detection unit 130 (step S03).

  When the stroke state of the friction clutch device 20 is detected, the clutch failure determination unit 140 determines whether or not a failure has occurred in the friction clutch device 20 (step S04). The clutch failure determination unit 140 determines a failure of the friction clutch device 20 based on whether or not the detected stroke state of the friction clutch device 20 has changed normally in accordance with an instruction from the clutch system control unit 120.

  Specifically, the clutch failure determination unit 140 does not actually operate the friction clutch device 20 even though the clutch engagement control unit 120 is instructed to engage the clutch (that is, In such a case, the failure of the friction clutch device 20 is detected. In the clutch failure determination unit 140, the friction clutch device 20 is operating in accordance with an instruction from the clutch engagement control unit 120. However, the operation is insufficient and a time of a predetermined period or more is required until the engine 200 is started. In such a case, a failure of the friction clutch device 20 is detected. If such a case is also detected as a failure, it is possible to prevent the start of the engine 200 from being delayed. The clutch failure determination unit 140 further detects that the friction clutch device 20 is operating according to an instruction from the clutch engagement control unit 120, but when the engine 200 cannot actually be started. A failure of the friction clutch device 20 is detected. Incidentally, whether or not the engine 200 has been started can be determined using, for example, the rotational speed NE of the engine 200 or the like.

  Even in situations other than the failure examples described above, the clutch failure determination unit 140 detects a clutch failure when the engine start control by the friction clutch device 20 is not performed normally.

  When failure of the friction clutch device 20 is not detected (step S04: NO), it is determined that the engine start control by engaging the friction clutch device 20 is normally performed, and the series of processing ends. On the other hand, when a failure of the friction clutch device 20 is detected (step S04: YES), the engine start control by the friction clutch device 20 is interrupted and switched to the engine start control by the starter motor 300.

  In the engine start control by the starter motor 300, first, the clutch stroke abnormality determination unit 150 determines whether or not there is an abnormality in the clutch stroke sensor (more accurately, is there an abnormality or cannot be said that there is no abnormality). Is determined (step S05). The clutch stroke abnormality determination unit 150 determines an abnormality of the clutch stroke sensor based on the stroke state detected by the clutch stroke detection unit 130.

  Specifically, for example, when the friction clutch device 20 is controlled to be engaged by the clutch engagement control unit 120 but the stroke state of the friction clutch device 20 does not change, the friction clutch device 20 itself There may be a failure, but there may also be an abnormality in the clutch stroke sensor. Even when the stroke state of the friction clutch device 20 is changed to a stroke state where the engine 200 can be started, the clutch stroke sensor may be abnormal even when the rotational speed of the engine 200 does not increase. There is sex. Therefore, in such a case, the clutch stroke abnormality determining unit 150 determines that it cannot be said that there is no abnormality in the clutch stroke sensor.

  On the other hand, when the change in the stroke state of the friction clutch device 20 over time can be detected, it can be determined that the clutch stroke detection means is normal.

  If there is no abnormality in the clutch stroke sensor (step S05: YES), it is determined in the engine start pre-processing unit 160 whether or not the friction clutch device 20 is in an engaged state (step S06). Whether or not the friction clutch device 20 is in the engaged state can be determined by the stroke state of the friction clutch device 20 detected by the clutch stroke detection unit 120. When the friction clutch device 20 is in the engaged state (step S06: YES), the engine start pre-processing unit 160 controls to release the friction clutch device 20 in the engaged state (step S07). As a result, the engine 200 is disconnected from the transmission input shaft 28.

  On the other hand, if it cannot be determined that there is no abnormality in the clutch stroke sensor (step S05: NO), the engine start pre-processing unit 160 controls the transmission to be in a neutral state (step S08). As a result, engine 200 is disconnected from transmission output shaft 60. In this way, even when the engagement state of the friction clutch device 20 cannot be accurately determined, the engine can be reliably disconnected from the drive shaft.

  As described above, the engine 200 is disconnected from the power transmission system by opening the friction clutch device 20 or switching the transmission 20 to the neutral state. Then, the start control of the engine 200 by the starter motor is executed after the above-described friction clutch device 20 is opened or the transmission 20 is switched to the neutral state. In this way, it is possible to prevent various problems from occurring due to the engine 200 being started in a state connected to the power transmission system.

  In the above-described embodiment, the case where the failure of the friction clutch device 20 is detected using the clutch stroke sensor has been described. However, the failure of the friction clutch device 20 may be detected by other methods.

  As described above, according to the hybrid vehicle control device of the present embodiment, the engine 200 can be preferably started even when the friction clutch device 20 used for normal engine start control fails. .

  The present invention is not limited to the above-described embodiments, and can be appropriately changed without departing from the spirit or concept of the invention that can be read from the claims and the entire specification. The control device is also included in the technical scope of the present invention.

  DESCRIPTION OF SYMBOLS 1 ... Hybrid vehicle, 10 ... Hybrid drive device, 11 ... PCU, 12 ... Battery, 13 ... Accelerator opening sensor, 14 ... Vehicle speed sensor, 28 ... Transmission input shaft, 30 ... Transmission, 40 ... Connection switching mechanism, 50 MG output shaft 60 Transmission transmission shaft 70 Deceleration mechanism 100 ECU 110 Travel mode switching determination unit 120 Clutch engagement control unit 130 Clutch stroke detection unit 140 Clutch failure determination unit , 150 ... clutch stroke abnormality determination unit, 160 ... engine start pre-processing unit, 170 ... starter motor control unit, 200 ... engine, 300 ... starter motor, MG ... motor generator.

Claims (4)

A control apparatus for a hybrid vehicle comprising a power element including an internal combustion engine and a rotating electric machine, a clutch capable of engaging and releasing a connection between the internal combustion engine and a drive shaft, and a starter motor capable of starting the internal combustion engine. And
Clutch start control means for starting the internal combustion engine by controlling the clutch to engage when the hybrid vehicle is running with power from the rotating electrical machine with the internal combustion engine stopped;
Clutch failure detection means for detecting whether or not the clutch has failed when the internal combustion engine is started by the clutch start control means;
Starter start control means for starting the internal combustion engine by the starter motor when a failure of the clutch is detected; and
The clutch failure detection means has clutch stroke detection means capable of detecting a stroke state of the clutch, and the clutch stroke state is changed by being controlled so that the clutch is engaged by the clutch start control means. However, when the transition time to the stroke state for starting the internal combustion engine is longer than a predetermined period, the failure of the clutch is detected ,
When the starter start control means detects that the clutch stroke detection means is normal and the clutch stroke detection means can detect that the clutch is engaged, the starter motor uses the starter motor after releasing the clutch. A control apparatus for a hybrid vehicle characterized by starting the vehicle.   The clutch failure detection means detects the failure of the clutch when the clutch stroke state does not change even though the clutch start control means is controlled to engage the clutch. The hybrid vehicle control device according to claim 1, wherein the control device is a hybrid vehicle control device.   The clutch failure detecting means is controlled so that the clutch is engaged by the clutch start control means, so that the stroke state of the clutch is changed to a stroke state for starting the internal combustion engine. 3. The hybrid vehicle control device according to claim 1, wherein a failure of the clutch is detected when the rotational speed during the internal combustion period does not increase. The hybrid vehicle includes a transmission between the clutch and the drive shaft,
The starter start control means starts the internal combustion engine by the starter motor after setting the transmission in a neutral state when it cannot be determined that there is no abnormality in the clutch stroke detection means. The hybrid vehicle control device according to any one of claims 3 to 4.

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