Device and method for preventing shutdown in emergency operation

Abstract

Device for preventing shutdown in emergency operation, comprising: a motor coupling (13); a hybrid control unit (HCU) (160) configured to operate a vehicle by dualizing a driving operation of the vehicle into a normal operation control and a limp home control, and when the driving operation of the vehicle is in the limp home control, to decelerate a vehicle speed and perform a control right shift based on a state of the engine clutch (13); and an engine control unit (ECU) (30) configured to compare a current engine speed (RPM) with a target engine speed based on the control right shift to operate an internal combustion engine (15) to adjust the engine speed to achieve the target engine speed, wherein the target engine speed is an engine idle speed and the engine idle speed is maintained in the entire section of the control except for a locking section of an engine clutch (13).

Description

BACKGROUNDField of the InventionThe present invention relates to a technology for controlling an oil pump in a limp home operation, and more particularly to an apparatus and method for preventing a vehicle from being shut down by allowing a high voltage oil pump to dualize a vehicle's running operation in a normal running operation and a limp home operation to prevent an engine speed from being lowered during the limp home operation. Further, the present invention relates to an apparatus and a method for preventing a vehicle from being shut down by performing lock control, constant voltage control, and diode rectifier voltage control.Description of the Prior ArtWhen a malfunction / malfunction and / or an emergency situation of control / regulation occurs in a transmission mounted electric device (TMED) structure / arrangement constituting a parallel hybrid electric vehicle (HEV) system, the vehicle performs a limp home operation. In particular, the limp home operation means a safe function for executing a minimum running operation of a vehicle even when a performance problem and a problem of a sensor operation arise. In other words, the emergency operation is a state in which the vehicle is driven by an internal combustion engine and a transmission when stopping the use of a motor and a hybrid starter and generator (HSG) when power supply of a battery is cut off.Generally, to generate oil pressure in the HEV, an oil pump unit (OPU) (generally using a 12V power supply) and a mechanical oil pump (MOP) are controlled to drive an oil pump. However, some of the HEVs employ a high voltage OPC that is driven at 270V, a normal voltage, and has a minimum possible drive voltage of about 80V or more.In general, even when a power supply of the high voltage battery is cut off during a limp home operation, the vehicle can generate the oil pressure and the driving / driving using the 12V power supply and the MOP. However, some of the vehicles cannot generate the oil pressure without the high voltage battery and thus cannot be driven. Further, even if some of the vehicles generate the oil pressure without the high voltage battery, the revolutions per minute of the engine (e.g., engine speed) may be changed during driving. Moreover, the engine speed decreases based on various driving situations, and thus a lowest voltage of the OPU cannot be consistently maintained. Accordingly, there is a need for a technology for preventing a vehicle from turning off by preventing the engine speed from being lowered during the diode rectifier voltage control and the constant voltage control in the limp home operation.From JP 2011-031 659 A, a limp home mode shutdown prevention apparatus is known, comprising: an engine clutch; a hybrid control unit configured to operate a vehicle by dualizing a running mode of the vehicle into a normal mode control and a limp home mode control, and when the running mode of the vehicle is in the limp home mode control, to slow a vehicle speed and perform a control right shift based on a state of the engine clutch; and an engine control unit configured to compare a current engine speed with a target engine speed based on the control right shift, to operate an internal combustion engine to set the engine speed to reach the target engine speed.KR 10 2012 0 105 393 A further discloses a method for controlling the lymphatic channel of a hybrid vehicle to maintain the operation of the lymphatic channel by temporarily creating line pressure using an engine. A condition for controlling the lymph groove is determined by monitoring an operation state in an electric oil pump and a system. When the lymph groove control condition is satisfied, the state of charge of a battery is detected by executing a lymph groove control mode. An engine oil pump is operated in the EV mode or the HEV mode by operation of an engine. The operation is maintained by controlling a transmission as a third transmission using an engine.OVERVIEWIt is an object of the present invention to provide an apparatus and a method for preventing a shutdown of a vehicle by allowing a high-voltage oil pump to dualize a running operation of a vehicle into a normal running operation and a limp home operation to prevent an engine speed from being lowered during the limp home operation.Another object is to provide an apparatus and a method for preventing a vehicle from being shut down by performing lock control, constant voltage control, and diode rectifier voltage control.The objects are achieved by devices for preventing shutdown in emergency operation with the features of claim 1 or 6 and a method for preventing shutdown in emergency operation with the features of claim 11.Other objects and advantages of the present disclosure may be understood from the following description and become apparent with reference to the embodiments of the present disclosure. In addition, it will be apparent to those skilled in the art to which the invention pertains that the objects and advantages of the present invention can be realized by the means as claimed and combinations thereof.An aspect of the present invention provides an apparatus for preventing a vehicle from being shut down by preventing an engine speed from being lowered during a limp home operation by allowing a high-voltage oil pump to dualize a vehicle's running operation to a normal running operation and a limp home operation.According to an exemplary embodiment of the present invention, a limp home shutdown prevention apparatus includes: an engine clutch; a hybrid control unit (HCU) configured to operate a vehicle by dualizing a traveling operation of the vehicle into a normal operation control and a limp home operation control, and when the traveling operation of the vehicle is in the limp home operation control, to slow a vehicle speed and perform a control right shift based on a state of the engine clutch; and an engine control unit (ECU) configured to compare a current engine speed (RPM / min) with a target engine speed based on the control right shift to operate the internal combustion engine (internal combustion engine) to adjust the engine speed to reach the target engine speed. The target engine speed is an engine idling speed, and the engine idling speed is held throughout the entire portion of the control except for a lock-up portion of an engine clutch.The state of the engine clutch may be in an open state or a slip state. The desired engine speed may be a value determined by the HCU. The ECU may increase the current engine speed by fuel injection when the current engine speed is less than the target engine speed. The HCU may be configured to increase an opening timing of the engine clutch based on an increase in current engine speed.According to another embodiment of the present invention, an apparatus for preventing shutdown in a limp home mode includes: a hybrid starter and generator (HSG); a power converter configured to perform constant voltage control for control of the HSG; a hybrid control unit (HCU) configured to slow a vehicle speed in the limp home mode and compare a current engine speed with a preset engine speed to shift a control right from the constant voltage control to a diode rectifier voltage control; and an inverter configured to perform the diode rectifier voltage control to generate a counter electromotive force for power supply to an oil pump unit (OPC). The counter electromotive force is rectified by a diode inside the inverter and is formed in a large-capacity input capacitor inside the inverter.The HCU may be configured to perform interlock control between the constant voltage control and the diode rectifier voltage control of the vehicle during the limp home operation. A constant voltage control condition for performing the constant voltage control may include setting the current engine speed to be equal to or less than an engine idling speed, equal to or less than an opening timing of the engine clutch, and may be a value equal to or greater than the preset engine speed, which is a sum of a lowest arrival engine speed during the diode rectifier voltage control.When the HCU satisfies the constant voltage control condition during the diode rectifier voltage control, the constant voltage control may be repeated. Criteria for shifting the constant voltage control to the diode rectifier voltage control may be defined based on characteristics / characteristics of the vehicle.According to still another exemplary embodiment of the present invention, a method for preventing limp home shutdown includes: operating, by an HCU, a vehicle by dualizing a driving operation of the vehicle into a normal operation control and a limp home operation control; decelerating, by the HCU, a vehicle speed when the vehicle is switched / transferred from the normal operation control to the limp home operation control; performing a control right shift on an ECU by confirming, by the HCU, a state of an engine clutch; comparing, by the ECU, a current engine speed with a target engine speed depending on the control right shift; and operating, by the ECU, an internal combustion engine (internal combustion engine) for setting the current engine speed to reach the target engine speed based on the comparison. The target engine speed is an engine idling speed, and the engine idling speed is held throughout the entire portion of the control except for a lock-up portion of an engine clutch.Operating the engine may include increasing, by the ECU, the current engine speed by fuel injection when the current engine speed is less than the desired engine speed.BRIEF DESCRIPTION OF THE DRAWINGSFIG. 1 is an exemplary block diagram showing a configuration of a limp home shutdown prevention apparatus according to an exemplary embodiment of the present invention; FIG. 2 is an exemplary diagram of a vehicle running performed by dualizing an engine clutch control shift according to an exemplary embodiment of the present invention; FIG. 3 is an exemplary flow chart illustrating a method for preventing deactivation by the engine clutch control realization illustrated in FIG. 2, according to an exemplary embodiment of the present invention; and FIG. 4 is an exemplary flowchart illustrating a method of preventing shutdown by interlock control of constant voltage control and diode rectifier voltage control according to another embodiment of the present invention.DETAILED DESCRIPTIONIt should be understood that the term "vehicle" or "vehicular" or other equivalent term as used herein is inclusive of motor vehicles in general such as passenger automobiles including sports utility vehicles (SUV), buses, trucks, various commercial vehicles, watercraft including a variety of boats and ships, aircraft, and the like, and includes hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, hydrogen-powered vehicles and other alternative fuel vehicles (e.g. fuel obtained from sources other than petroleum). As referred to herein, a hybrid vehicle is a vehicle having two or more sources of power, such as both gasoline-powered and electric-powered vehicles.Although the embodiment is described as using a plurality of units to perform the example process, it should be understood that the example processes may also be performed by one or a plurality of modules. Moreover, it should be understood that the term controller / controller refers to a hardware device that includes a memory and a processor. The memory is configured to store the modules, and the processor is specifically configured to execute said modules to perform one or more processes described further below.Moreover, the control logic of the present invention may be embodied as non-transitory computer readable media on a computer readable medium comprising executable program instructions executed by a processor, controller / controller, or the like. Examples of computer readable storage media include, but are not limited to, ROM, RAM, compact disc (CD)-ROMs, magnetic tapes, floppy disks, flash drives, smart cards, and optical data storage devices. The computer readable recording medium may also be decentralized in network coupled computer systems such that the computer readable medium is stored and executed in a distributed manner, e.g., by a telematics server or a controller area network (CAN).The terminology used herein is for the purpose of describing particular embodiments and is not intended to be limiting of the invention. As used herein, the singular forms "a", "an / a", and "the / s" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises" and / or "comprising," when used in this specification, describe the presence of stated features, integers, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more features, integers, steps, operations, elements, components, and / or groups thereof. As used herein, the term / term "and / or" includes any and all combinations of one or more of the associated listed items.Unless expressly stated or apparent from context, the term "about / about" as used herein is understood to be within a range of normant tolerance in the art, for example within 2 standard deviations of the mean values. "about / about" may be understood to be within 10%, 9%, 8%, 7%, 6%, 5%, 4%, 3%, 2%, 1%, 0.5%, 0.1%, 0.05% or 0.01% of the stated value. Unless otherwise apparent from the context, all numerical values provided herein are changed by the term "about / about.".Since the present invention may be modified / altered in various ways and have multiple embodiments, specific embodiments are shown in the accompanying drawings and described in detail in a detailed description. However, it should be understood that the present invention is not limited to the specific embodiments, but includes all modifications / changes, equivalents, and substitutions included in the spirit and scope / scope of the present invention.Throughout the accompanying drawings, the same reference numerals are used to describe the same components. The terms / expressions "first", "second", etc. used in the specification may be used to describe various components, but the components are not to be construed as being limited to these terms / expressions. The terms / expressions are used to distinguish one component from another component. Accordingly, the first component may be referred to as the second component and the second component may be referred to as the first component. The term "and / or" includes a combination of a plurality of elements or one / one of a plurality of elements.Unless otherwise indicated, it is understood that all terms / expressions used in the specification, including technical and scientific terms / expressions, have the same meaning as those usually understood by one of ordinary skill in the art. It is understood that the terms / terms defined by the dictionary are identical to those as defined in the prior art and should not be interpreted in an idealized or overly formal sense unless expressly stated to be within the context.An apparatus and method for preventing limp home shutdown according to embodiments of the present invention will be described in detail with reference to the accompanying drawings.FIG. 1 is an exemplary block diagram showing a configuration of a limp home shutdown prevention apparatus according to an exemplary embodiment of the present invention. Referring to FIG. 1, a shutdown prevention apparatus 10 may include an internal combustion engine 15, an engine clutch 13, an engine 14, a transmission 12, a mechanical oil pump (MOP) 11, an engine control unit 30, an oil pump control system 100, an inverter 150, a hybrid control unit 160, a power converter 151, a battery 170, a hybrid starter and generator 180, and the like. Specifically, the engine control unit (ECU) and the hybrid control unit (HCU) may be operated by a single control / feedback control. In addition, the HCU may be configured to operate / actuate the elements of the device.As illustrated in FIG. 1, the oil pump control system 100 may include an oil pump unit (OPU) 110 configured to be electrically connected to the MOP 11 to operate the MOP 11, and a transmission control unit (TCU) 120 configured to apply a control signal to the OPU 110. The TCU 120 may be configured to determine the control signal for operating the MOP 11 based on a driving state of the vehicle and a driver's intention, and transmit the control signal to the OPU 110 via a controller area network (CAN) 130 communication.The OPU 110 may then be configured to receive the control signal to adjust an operation speed of the MOP 11 based on the control signal, and the MOP 11 may be configured to supply a hydraulic fluid required for the transmission 12 and the engine clutch 13 based on the control to the OPU 110. Further, the MOP 11 may be an electric oil pump (EOP). The OPU 110 may be configured to transmit an operating speed / speed of the MOP 11 to the TCU 120 via the CAN-130 communication. The TCU 120 may then be configured to receive an operating speed / operating speed of the MOP 11 transmitted via the OPU 110 and determine a control signal to operate the MOP 11 based on the received operating speed / operating speed.In other words, the OPC 110 and the TCU 120 may be transmitted and received to and from each other on the basis of an operation speed signal of the MOP 11 and a control signal for operating the same via the CAN-130 communication. When a failure occurs in the CAN 130 communication, the OPC 110 and the TCU 120 may be unable to transmit and receive from each other through the CAN 130 communication. However, the OPC 110 may be electrically connected to the TCU 120 through hard wiring, and thus the OPU 110 and the TCU 120 may be configured to transmit and receive a pulse width modulation (hereinafter referred to as "PWM") signal via the hard wiring 140.As described above, when a failure occurs in the CAN 130 communication, the TCU 120 may be configured to determine the control signal for operating the MOP 11 and transmit the PWM control signal obtained by performing PWM on / on the control signal to the OPU 110 via the hard wiring 140. The OPU 110 may then be configured to receive the PWM control signal to adjust the operating speed / speed of the MOP 11 based on the PWM control signal, and the MOP 11 may then be configured to supply the hydraulic fluid required for the transmission 12 and the engine clutch 13 to the OPU 110 based on the control. Accordingly, the oil pump control system 100 may be configured to operate the MOP 11 based on the signal received via the hard wiring 140 through which the OPU 110 and the TCU 120 may be electrically connected to each other even when the CAN 130 communication has a malfunction / malfunction.Further, the internal combustion engine (engine) may be operated as a first drive source in a hybrid electric vehicle, and start / start thereof may be turned on and off based on a driving / drive mode and a driving situation. The engine 15 may be turned off in an electric vehicle (EV) mode and turned on / started in a hybrid electric vehicle (HEV) mode, and the starting of the engine 15 may be turned on and off based on the performance of an HSG function.The HSG 180 may be configured to perform the turning on and off of the starting / cranking of the internal combustion engine 15 based on the power of the HSG function, and may be operated as a power generator when an additional power is generated in the state where the internal combustion engine 15 starts to generate a counter electromotive force. The counter electromotive force can be charged into the battery 170 through the inverter 150. The engine clutch 13 may be mounted between the engine 15 and the engine 14 to cut power transmission between the engine 15 and the engine 14. Generally, a wet clutch may be used as the engine clutch 13.In the hybrid electric vehicle, the motor 14 may be operated as a second drive source and may be operated by a 3-phase Wechel current supplied from the inverter 150 to output torque to the transmission 12. Further, the motor 14 may be operated as a power generator during deceleration to generate the counter electromotive force, and the counter electromotive force may be charged into the battery 170 through the inverter 150.The battery 170 may be formed of series and / or parallel connected battery cells, where the battery cell may be a high voltage battery for an electric vehicle such as a nickel metal battery, a lithium ion battery, and a lithium polymer battery. In general, the high voltage battery is a battery used as a power source that moves the electric vehicle, which means a high voltage battery of about 100 V or more. However, the embodiment of the present invention is not limited thereto, and thus a low voltage battery may be used.For the transmission 12, an automatic transmission or a continuously variable transmission may be applied, and a shift ratio of the transmission 12 may be set based on a torque required for driving and a driving situation. The transmission 12 may be configured to output the output torque summed and applied by the engine clutch 13 based on the drive / drive mode at the set shift ratio and transmit the output torque to the drive wheel, thereby driving the vehicle.The HCU 160 may be a top controller and may be configured to perform general operation of the system based on driving operation of the hybrid electric vehicle. Specifically, the vehicle can be operated by dualizing the driving operation of the vehicle into the normal operation control and the limp home operation control. When the running operation of the vehicle is the limp home operation control, the vehicle speed can be lowered, and control right shifting can be performed based on the state of the engine clutch 13.In particular, the emergency operation means a safe function for realizing a minimum running operation of a vehicle even when a performance problem and a problem of a sensor operation arise. In other words, the emergency operation means a state in which the vehicle is driven by an internal combustion engine and a transmission while stopping the use of a motor and a hybrid starter and generator (HSG) in a state in which the power of a battery is cut off.In general, a feature of the arrangement of the transmission electric device (TMED) mounted in a transmission is that the internal combustion engine 15 can be connected to the HSG 180 at a ratio of about 1:2.5. Accordingly, when the vehicle stops and when the engine 15 remains in a cranking operation, the vehicle can be driven with the counter electromotive force by the rotation of the HSG 180. Further, the counter electromotive force of the engine 14 may be used during the running of the vehicle. The counter electromotive force may be rectified by the diode (not shown) inside the inverter 150 by the rotation of the motor 14 and / or the HSG 180, and may be formed in a large-capacity input capacitor of the inverter (not shown).The counter electromotive force formed can be used as a power supply of the OPU 110. Further, the constant voltage (e.g., high voltage) may be generated by the inverter PWM control, and thus the power converter 151, which is a control for charging the battery, may be driven. The power converter 151 may be a low-voltage direct-direct current (DC-DC) converter (LDC), and the like. However, in order to drive the power converter 151 using the OPU 110 or the constant voltage control in the vehicle, there may be a problem of applying the driving simply using the counter electromotive force to the vehicle. Accordingly, the diode rectifier voltage control or the constant voltage control uses the counter electromotive force generated by the HSG 180 or the motor 14. With continued reference to FIG. 1, the engine control unit (ECU) 30 may be configured to compare the current engine speed with the target engine speed based on the control right displacement to operate the internal combustion engine to adjust the engine speed to achieve the target engine speed.FIG. 2 is an exemplary diagram of a vehicle running performed by dualizing an engine clutch control shift according to an exemplary embodiment of the present invention. Referring to FIG. 2, the entire portion may be formed of an ECU control portion 210 and an HCU control portion 220. In other words, the state of the internal combustion engine 15 (FIG. 1 ) in the ECU control portion 210 may be in an idling state, and the engine idling speed may be maintained. In this case, an open / open state of the engine clutch 13 (FIG. 1 ) may be in a slip state.FIG. 3 shows an example flow chart depicting a method for preventing deactivation by an engine clutch control realization depicted in FIG. 2. Referring to FIG. 3, the vehicle may be operated by being dualized into the normal operation control and the limp home operation control. Accordingly, when the vehicle switches from the normal operation control to the limp home operation control, the HCU 160 (FIG. 1 ) may be configured to reduce or reduce the vehicle speed (steps S 310 and S 320).After the speed reduction, the HCU 160 may be configured to determine the state of the engine clutch 13 (FIG. 1 ) (step S 330). In other words, it may be determined whether the current state of the engine clutch 13 is in the open / open state or the slip state. In response to determining that the current state is in the open state or the slip state, the HCU 160 may be configured to execute the control right shift for the drive control of the internal combustion engine 15 (FIG. 1 ) at the ECU 30 (FIUG. 1) (step S 340).The ECU 30 may be configured to compare the current engine speed with the target engine speed based on the control right displacement. Accordingly, the ECU 30 may be configured to operate the engine 15 to set the current engine speed to reach the target engine speed (steps S 350 and S 360). In other words, when the control right is switched to the ECU 30, the ECU 30 may be configured to increase the current engine speed by fuel injection when the current engine speed reaches a lower speed than the target engine speed, which is an idle engine speed.In addition, the vehicle deactivation can be more stably prevented by performing the dualization into the idle engine speed and the opening timing of the engine clutch 13 during the limp home operation. Specifically, the target engine speed may be preset in the HCU 160 and thus be a certain value. In other words, the target engine speed may be a preset value determined by programming.FIG. 4 is an exemplary flowchart illustrating a method of preventing shutdown by interlock control of constant voltage control and diode rectifier voltage control according to another embodiment of the present invention. Referring to FIG. 4, the power converter 151 (FIG. 1 ) may be configured to perform the constant voltage control to operate the HSG 180 (FIG. 1 ). The vehicle may be in the limp home mode while the constant voltage control is being performed, and the HCU 180 may be configured to decrease the vehicle speed in the limp home mode (steps S 410 and S 420).Based on the deceleration, the HCU 180 may be configured to compare the current engine speed with the preset engine speed (step S 430). When the current engine speed is less than the preset engine speed, the HCU 180 may be configured to shift the control right from the constant voltage control to the diode rectifier voltage control (step S 440).Accordingly, the inverter 151 may be configured to perform the diode rectifier voltage control to generate the counter electromotive force for supplying power to the oil pump unit (OPU) (step S 440). In other words, in order to realize the optimum driving operation using the counter electromotive force in the vehicle, the interlock control of the diode rectifier voltage control and the constant voltage control is required, and the control conditions may be added to realize the interlock control.Further, it may be determined whether the constant voltage control condition that again performs the rectifier voltage control during the diode rectifier voltage control is satisfied (step S 450). The constant voltage control condition depends on whether the current engine speed is equal to or less than a preset engine speed. The current engine speed is a sum of a value equal to or less than the idle engine speed, a value equal to or less than the opening timing of the engine clutch, and a value equal to or more than the lowest arrival engine speed at the time of diode rectifier voltage control.In addition, criteria of the constant voltage control condition may be determined / defined based on the characteristics of the vehicle. In other words, an example of the characteristics of the vehicle may include the engine speed, the counter electromotive force generation condition of the HSG, and the like, because the engine speed is different for the vehicle and the counter electromotive force generation condition of the HSG is also different.When the current engine speed is less than the preset engine speed, the diode rectifier control may be performed. In addition, when the current motor speed is greater than the preset motor speed, the diode rectifier voltage control may be repeated. Further, in the constant voltage control condition, a substantially constant margin value may be added.The constant voltage control condition maximizes the constant voltage control range to implement the running operation of the vehicle. Further, in the diode rectifier voltage control, when the constant voltage control condition is satisfied, the control may be switched again to drive the power converter 151 (FIG. 1 ). Accordingly, as the confirmation result of step S 450, when the constant voltage control condition is satisfied, the control may be switched to the constant voltage control during the diode rectifier voltage control (step S 460).According to the embodiments of the present invention, it may be possible to prevent the vehicle from being shut down by preventing the engine speed from being reduced when the entire portion except for the engine clutch lock is switched to the idling control of the internal combustion engine during the limp home operation in the state in which the engine is shut down by dualizing the running operation of the vehicle into the normal running operation and the limp home operation.Further, according to the embodiments of the present invention, it may be possible to prevent the vehicle from turning off that may occur when the constant voltage control of the hybrid starter and generator (HSG) is maintained, and continuously maintain the limp home operation by performing the interlock control of the constant voltage control and the diode rectifier voltage control.The above embodiments are merely examples to enable a person skilled in the art to which the present invention pertains (hereinafter referred to as "a person skilled in the art") to easily carry out / exert the present invention. Accordingly, the present invention is not limited to the above embodiments and the accompanying drawings, and accordingly, a scope / scope of the present invention is not limited to the above embodiments.

Claims

An apparatus for preventing limp home shutdown, comprising: an engine clutch (13); a hybrid control unit (HCU) (160) configured to operate a vehicle by dualizing a running operation of the vehicle into a normal operation control and a limp home operation control, and when the running operation of the vehicle is in the limp home operation control, to slow a vehicle speed and perform a control right shift based on a state of the engine clutch (13); An engine control unit (ECU) (30) configured to compare a current engine speed (U / min - RPM) with a target engine speed based on the control right shift to operate an internal combustion engine (15) to adjust the engine speed to reach the target engine speed, wherein the target engine speed is an engine idling speed and the engine idling speed is held in the entire portion of the control except a locking portion of an engine clutch (13).The apparatus according to claim 1, wherein the state of the engine clutch (13) is in an open state or a slip state.The apparatus of claim 1, wherein the target engine speed is a value determined by the HCU (160).The apparatus according to claim 1, wherein the ECU (30) is configured to increase the current engine speed by fuel injection when the current engine speed is less than the target engine speed.The apparatus of claim 1, wherein the HCU (160) is configured to increase an opening timing of the engine clutch (13) based on an increase in the current engine speed.An apparatus for preventing shutdown in a limp home mode, comprising: a hybrid starter and generator (HSG) (180); a power converter (151) configured to perform constant voltage control for operating the HSG (180); a hybrid control unit (HCU) (160) configured to slow a vehicle speed in the limp home mode and compare a current engine speed with a preset engine speed to shift a control right from the constant voltage control to a diode rectifier voltage control; and an inverter configured to perform diode rectifier voltage control to generate a counter electromotive force for power supply of an oil pump unit (OPU) ( 110), wherein the counter electromotive force is rectified by a diode inside the inverter and formed in a large-capacity input capacitor inside the inverter.The apparatus of claim 6, wherein the HCU (160) is configured to perform interlock control between the constant voltage control and the diode rectifier voltage control of the vehicle during the limp home operation.The apparatus according to claim 6, wherein a constant voltage control condition for performing the constant voltage control is that the current engine speed is equal to or less than an engine idling speed, is equal to or less than an opening timing of the engine clutch (13), and is a value equal to or greater than the preset engine speed that is a sum of a lowest arrival engine speed during the diode rectifier voltage control.The apparatus of claim 8, wherein when the HCU (160) satisfies the constant voltage control condition during the diode rectifier voltage control, the constant voltage control is repeated.The apparatus of claim 6, wherein criteria for shifting the constant voltage control to the diode rectifier voltage control are defined based on characteristics of the vehicle.A method for preventing limp home shutdown, comprising: operating, by a hybrid control unit (HCU) (160), a vehicle by dualizing a driving operation of the vehicle into a normal operation control and a limp home operation control; decelerating, by the HCU (160), a vehicle speed when the vehicle is switched from the normal operation control to the limp home operation control; performing, by the HCU (160), a control right shift on an engine control unit (ECU) (30) by determining a state of an engine clutch (13); comparing, by the ECU (30), a current engine speed with a target engine speed based on the control right shift; and operating, by the ECU (30), an internal combustion engine (15) for setting the current engine speed to reach the target engine speed based on the comparison, wherein the target engine speed is an engine idling speed and the engine idling speed is held in the entire portion of the control except a lock-up portion of an engine clutch (13).

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