JP3842467B2 - Control device for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To ensure traveling to a goal in safety while limiting output to a drive wheel even upon occurrence of an abnormality in a first control means for generally controlling respective control systems of the hybrid vehicle. SOLUTION: When an abnormality occurs in HEV-ECU system for generally controlling respective control systems, a T/M-ECU performs stop control in place of the HEV-ECU. An engine is stopped by an injector power supply stop signal (S332) and the controller for moor A is shifted to low speed constant rotation control by an abnormality control signal. Furthermore, the controller for motor B is controlled by means of an inhibiter switch and an accelerator switch at its inputs (S336, S337) and a lockup clutch is turned off to set the speed change ratio of a CVT at a specified value (neutral value) (S339). According to the arrangement, a vehicle can be moved surely in safety to a goal while suppressing excess output by the limiting the output with the first motor on the sun gear side when the driving power of a second motor coupled to the ring gear side of a planetary gear is outputted from a carrier.

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a hybrid vehicle control device that uses both an engine and two motors, and more specifically, a hybrid vehicle that can travel to a predetermined destination even when an abnormality occurs in a drive system or control system. It relates to the control device.
[0002]
[Prior art]
In recent years, in vehicles such as automobiles, a hybrid vehicle using both an engine and a motor has been developed from the viewpoint of low pollution and resource saving. This hybrid vehicle is equipped with two motors for power generation and power source. As a result, many technologies for improving the recovery efficiency of motive energy and ensuring the running performance are employed.
[0003]
For example, in Japanese Patent Laid-Open No. 9-46821, a power distribution mechanism using a differential distribution mechanism such as a differential gear is used to distribute engine power to a generator and a motor (drive motor). A hybrid vehicle that travels by driving a motor while generating electric power is disclosed, and Japanese Patent Laid-Open No. 9-100903 discloses that the power of an engine is distributed to a generator and a motor (drive motor) by a planetary gear. A hybrid vehicle is disclosed.
[0004]
However, in each of the above prior arts, most of the driving force at low speed depends on the driving motor, so that not only a large motor with a large capacity is required for driving, but also the torque required for the driving wheels. Since the amplification function depends on the electric power, a generator having a power generation capacity capable of maintaining a constant running performance even when the battery capacity is not sufficient is required, which causes an increase in cost.
[0005]
In addition, in a vehicle, there is a change in the rotational speed of the output shaft that exceeds the rotation control range of the motor (generator). Therefore, by simply distributing the engine output to the generator and the drive motor, the required drive from the drive wheels The engine and motor control cannot always be sufficiently optimized for the force.
[0006]
For this reason, the applicant of the present invention previously connected to the first motor connected between the engine output shaft and the sun gear of the single pinion planetary gear in Japanese Patent Application No. 10-4080, and the ring gear of the planetary gear. A second motor, a planetary gear sun gear, a coupling mechanism such as a lock-up clutch that can couple any two of the carrier and ring gear, and the planetary gear carrier, which can be switched in multiple stages or continuously. A hybrid vehicle equipped with a power conversion mechanism such as a continuously variable transmission that performs gear shifting and torque amplification between the planetary gear and the drive wheel according to the gear ratio is proposed. Using two motors to ensure driving power and improve recovery efficiency of power energy, It is possible to realize the optimization of the engine and the motor control for the required driving force.
[0007]
[Problems to be solved by the invention]
However, in the hybrid vehicle previously proposed by the present applicant, the engine and the two motors are optimally controlled with respect to the required driving force from the driving wheels. Depending on the driving force, the driving force may be out of balance, causing inconvenience that an excessive output is transmitted to the driving wheel, and an excessive load on a normal motor or engine.
[0008]
The present invention has been made in view of the above circumstances, and even when an abnormality occurs in the first control means that controls a plurality of control systems of a hybrid vehicle and outputs a control command to each control system, the drive wheel An object of the present invention is to provide a control device for a hybrid vehicle that can safely and reliably travel to a predetermined destination while restricting the output to the vehicle.
[0009]
[Means for Solving the Problems]
In order to achieve the above object, a first motor connected between an output shaft of an engine and a sun gear of a single pinion planetary gear, and a second motor connected to a ring gear of the planetary gear. , Sun gear and carrier of the above planetary gear And A coupling mechanism that can be coupled, and a power conversion mechanism that is coupled to the planetary gear carrier and that performs gear shifting and torque amplification between the planetary gear and the drive wheel in accordance with a gear ratio that can be switched between a plurality of stages or continuously. As shown in the basic configuration diagram of FIG. 1, the control device for a hybrid vehicle controls a plurality of control systems of the hybrid vehicle and outputs a control command to each control system. A first control means for outputting a command for shifting the control to an abnormal time control and a command for stopping the power, and the first control means only When an abnormality occurs, the engine is stopped and the control system for controlling the first motor is shifted to low speed constant rotation control via a command system different from the command system of the first control means. And a second control means for shifting the control system for controlling the second motor to control according to the shift position of the power conversion mechanism and the accelerator operation.
[0010]
According to a second aspect of the invention, in the first aspect of the invention, the second control means is In case of system normal recovery, Further, the coupling mechanism is released. Issue a command It is characterized by that.
[0011]
Invention of Claim 3 is invention of Claim 1 In ,the above Only the first control means And a warning means for warning the abnormality when an abnormality occurs.
[0012]
That is, in the invention according to claim 1, The engine and the first motor are connected to the sun gear of the planetary gear and the second motor is connected to the ring gear, and the output from the carrier that can be coupled to the sun gear is transmitted to the drive wheels via the power conversion mechanism. First control means for controlling each control system of the hybrid vehicle only When an abnormality occurs, the second control means stops the engine on the sun gear side of the planetary gear with a command system different from the command system of the first control means and operates the first motor at a low speed constant rotation. And driving the second motor on the ring gear side in accordance with the shift position of the power conversion mechanism and the accelerator operation, so that the driving force of the second motor is changed to the planetary gear. Career side By receiving the reaction force at the time of output from the first motor, it is possible to travel safely and reliably while limiting the output to the drive wheels.
[0013]
At that time, as described in claim 2, In case of system normal recovery, Release the coupling mechanism Ruko Therefore, it is desirable to avoid the occurrence of an unexpected situation when returning to normal, and, as described in claim 3, when the abnormality occurs, the driver's attention is given by warning the abnormality. It is desirable to arouse.
[0014]
DETAILED DESCRIPTION OF THE INVENTION
Embodiments of the present invention will be described below with reference to the drawings. FIGS. 2 to 23 relate to an embodiment of the present invention, FIGS. 2 to 4 are flowcharts showing a main routine of fail-safe processing by the HEV_ECU, FIG. 5 is a flowchart of a stop control (1) subroutine, and FIG. FIG. 7 is a flowchart of the control (1) subroutine, FIG. 8 is a flowchart of the motor A control command routine, FIG. 9 is a flowchart of the T / M control command routine, and FIG. (3) Subroutine flowchart, FIG. 11 is a flowchart for the abnormal control (5) subroutine, FIG. 12 is a flowchart for the abnormal control (6) subroutine, FIGS. 13 and 14 are flowcharts for the E / G control command routine, FIG. Is the flowchart of the abnormal control (7) subroutine, and FIG. FIG. 17 is a flowchart of an E / G / motor A control command routine, FIG. 18 is a flowchart of a fail safe processing main routine by the T / M_ECU, and FIG. 19 is a flowchart of a stop control (2) subroutine. 20 is a flowchart of the abnormal time control (4) subroutine, FIG. 21 is an explanatory diagram showing the configuration of the drive control system, FIG. 22 is an explanatory diagram showing the flow of control signals centered on HEV_ECU, and FIG. 23 is a fail-safe system FIG.
[0015]
The hybrid vehicle in the present invention is a vehicle that uses both an engine and a motor. As shown in FIG. 21, the engine 1 and a motor A (first motor) that is responsible for starting the engine 1 and for generating power and assisting power, A planetary gear unit 3 connected to the output shaft 1a of the engine 1 via a motor A, and a motor B that controls the functions of the planetary gear unit 3 and serves as a driving force source at the time of start / reverse operation and collects deceleration energy. A drive system having a basic configuration of a second motor) and a power conversion mechanism 4 that performs speed change and torque amplification to perform a power conversion function during traveling.
[0016]
Specifically, the planetary gear unit 3 is a single-pinion planetary gear having a sun gear 3a, a carrier 3b that rotatably supports a pinion that meshes with the sun gear 3a, and a ring gear 3c that meshes with the pinion. Of the ring gear 3c, in this embodiment, the sun gear 3a and the carrier 3b are formed so as to be freely coupled by a lock-up clutch 2 as a coupling mechanism.
[0017]
As the power conversion mechanism 4, a transmission using a combination of gear trains, a transmission using a fluid torque converter, or the like can be used. However, a primary pulley 4b and an output shaft 4c that are supported by the input shaft 4a. It is desirable to employ a belt type continuously variable transmission (CVT) in which a drive belt 4e is wound between the secondary pulley 4d and the secondary pulley 4d. In this embodiment, the power conversion mechanism 4 is hereinafter referred to as a CVT4. Will be described.
[0018]
In other words, in the hybrid vehicle drive system of this embodiment, the planetary gear unit 3 having the lockup clutch 2 interposed between the sun gear 3a and the carrier 3b is disposed between the output shaft 1a of the engine 1 and the input shaft 4a of the CVT 4. The sun gear 3a of the planetary gear unit 3 is coupled to the output shaft 1a of the engine 1 via one motor A, the carrier 3b is coupled to the input shaft 4a of the CVT 4, and the other motor B is coupled to the ring gear 3c. Has been. A differential mechanism 6 is connected to the output shaft 4 c of the CVT 4 via a reduction gear train 5, and a front wheel or rear wheel drive wheel 8 is connected to the differential mechanism 6 via a drive shaft 7.
[0019]
In this case, as described above, the engine 1 and the motor A are coupled to the sun gear 3a of the planetary gear unit 3, and the motor B is coupled to the ring gear 3c to obtain an output from the carrier 3b. Therefore, the two motors A and B can be used for both power generation and driving force supply, and use a relatively small output motor. be able to.
[0020]
Further, the sun gear 3a of the planetary gear unit 3 and the carrier 3b are coupled by the lock-up clutch 2 according to the driving conditions, so that two motors A and B are disposed between the engine 1 and the CVT 4 directly connected to the engine. A drive shaft can be formed, and the drive force can be efficiently transmitted to the CVT 4 or the braking force from the drive wheel 8 side can be used.
[0021]
In this embodiment, the traveling pattern of the hybrid vehicle including the engine 1 and the two motors A and B can be roughly divided into the following three basic patterns when viewed from the transmission input shaft (4a).
(1) Series / Parallel travel
When the required driving force is small, the lockup clutch 2 is released, the motor 1 is driven by the engine 1 as a generator, and the motor B runs. At this time, part of the driving force of the engine 1 is input to the sun gear 3a of the planetary gear unit 3, and is combined with the driving force of the motor B of the ring gear 3c and output from the carrier 3b.
(2) Parallel running
When the required driving force is large, the lockup clutch 2 is engaged to couple the sun gear 3a of the planetary gear unit 3 and the carrier 3b, and the driving force of the motor B from the ring gear 3c is added to the driving force of the engine 1 from the carrier 3b. The vehicle travels using the torque of both the engine 1 and the motor B.
(3) Brake force regeneration
During deceleration, the braking force is regenerated by the motor B in cooperation with the ABS. That is, when the ABS is not operating, a predetermined torque command is given to the motor B to apply regenerative braking, but when the ABS is operating, a torque 0 command is given to the motor B controller 22 to release the regenerative braking by the motor B, Prevent deterioration.
[0022]
Incidentally, regarding the torque transmission of the engine 1 and the motors A and B via the planetary gear unit 3 when the lock-up clutch 2 is connected / released and the flow of electricity by power generation, Japanese Patent Application No. 10- No. 4080.
[0023]
Next, a control system (hybrid control system) that performs traveling control of the hybrid vehicle will be described. The hybrid control system in this embodiment has a configuration in which seven electronic control units (ECUs) are coupled by a multiplex communication system, and each ECU is composed of a microcomputer and a functional circuit controlled by the microcomputer.
[0024]
As a multiplex communication system that couples each ECU, it is desirable to adopt a communication network that can handle high-speed communication. For example, a CAN (Controller Area Network) that is one of ISO standard protocols is used as a vehicle communication network. Can be adopted.
[0025]
Specifically, centering on a hybrid ECU (HEV_ECU) 20 that controls the entire system, a motor A controller 21 that controls the drive of the motor A, a motor B controller 22 that controls the drive of the motor B, an engine ECU that controls the engine 1 ( E / G_ECU) 23, a transmission ECU (T / M_ECU) 24 that controls the lockup clutch 2 and CVT 4, and a battery management unit (BAT_MU) 25 that manages the power of the battery 10 are connected to the HEV_ECU 20 via the first multiplex communication line 30. A brake ECU (BRK_ECU) 26 that is coupled and performs brake control is coupled to the HEV_ECU 20 via a second multiplex communication line 31.
[0026]
The HEV_ECU 20 controls the entire hybrid control system. The HEV_ECU 20 is a sensor / switch for detecting the driving operation status of the driver, for example, an accelerator pedal sensor (APS) 11 for detecting a depression amount of an accelerator pedal (not shown), not shown. Brake switch 12 that is turned on when the brake pedal is depressed, and ON when the operation position of the transmission select mechanism 13 is in the P range or N range, and OFF when the operating range is set to the D range, R range, etc. An inhibitor switch 14 or the like is connected.
[0027]
Then, the HEV_ECU 20 calculates the necessary vehicle drive torque based on the signals from the sensors and switches and the data transmitted from the ECUs to determine the torque distribution of the drive system, as shown in FIG. A control command is transmitted to each ECU by communication.
[0028]
The HEV_ECU 20 includes various indicators for displaying the vehicle operating state such as the vehicle speed, the engine speed, the battery charging state, etc., and a warning lamp as a warning means for warning the driver when an abnormality occurs. 27 is connected. The indicator 27 is also connected to the T / M_ECU 24. As described later, when an abnormality occurs in the HEV_ECU 20, an abnormality is displayed by the T / M_ECU 24.
[0029]
On the other hand, the motor A controller 21 includes an inverter for driving the motor A. Basically, the constant rotation speed of the motor A is determined by a servo ON / OFF command or a rotation speed command transmitted from the HEV_ECU 20 by multiplex communication. Take control. Further, the motor A controller 21 sends the HEV_ECU 20 the torque, rotation speed, current value, and the like of the motor A with feedback, and further transmits data such as a torque limit request and a voltage value.
[0030]
The motor B controller 22 includes an inverter for driving the motor B. Basically, a servo ON / OFF (including forward rotation and reverse rotation) command and a torque command (power running) transmitted from the HEV_ECU 20 through multiplex communication. The constant torque control of the motor B is performed by the regeneration including the torque 0 at the time of ABS operation. Further, the motor B controller 22 feeds back and transmits the torque, rotation speed, current value, and the like of the motor B to the HEV_ECU 20, and further transmits data such as a voltage value.
[0031]
The E / G_ECU 23 basically controls the torque of the engine 1, and includes control commands such as positive and negative torque commands, fuel cut commands, air conditioner ON / OFF permission commands, etc. transmitted from the HEV_ECU 20 by multiplex communication, Based on torque feedback data, vehicle speed, shift select position by inhibitor switch 14 (P, N range, etc.), accelerator fully open data and accelerator fully closed data by APS11 signal, brake switch 12 ON / OFF state, ABS operating state, etc. It controls the fuel injection amount from an injector (not shown), throttle opening by ETC (electric throttle valve), power correction learning of auxiliary equipment such as A / C (air conditioner), fuel cut and the like.
[0032]
In addition, the E / G_ECU 23 instructs the HEV_ECU 20 to execute the control torque value of the engine 1, the fuel cut, the full opening increase correction for the fuel injection amount, the ON / OFF state of the air conditioner, and the throttle valve fully closed data by an idle switch (not shown). Are fed back to the HEV_ECU 20 and transmitted, and a warm-up request for the engine 1 is transmitted.
[0033]
The T / M_ECU 24 is a control command such as a target primary rotational speed, a CVT input torque instruction, a lock-up request, etc. transmitted from the HEV_ECU 20 by multiplex communication. Based on information such as ON / OFF state of the brake switch 12, air conditioner switching permission, ABS operating state, throttle valve fully closed data of the engine 1 by the idle switch, etc., the engagement / release of the lockup clutch 2 is controlled and the CVT 4 Control the gear ratio.
[0034]
Further, the T / M_ECU 24 feeds back to the HEV_ECU 20 data such as the vehicle speed, the input limiting torque, the primary rotational speed, the secondary rotational speed, the lock-up completion, the shift state corresponding to the inhibitor switch 14, and the CVT 4. A request to increase the number of E / G revolutions for increasing the amount of oil, a cold start request, etc. are transmitted.
[0035]
The BAT_MU 25 is a so-called power management unit, and performs various controls for managing the battery 10, that is, charge / discharge control of the battery 10, fan control, external charge control, etc., and the remaining capacity, voltage, and current limit of the battery 10 Data such as values and data indicating that external charging is in progress are transmitted to the HEV_ECU 20 by multiplex communication. When external charging is performed, the contactor 9 is switched to disconnect the battery 10 from the motor A controller 21 and the motor B controller 22.
[0036]
The BRK_ECU 26 calculates a necessary braking force based on information such as a regenerative possible amount and regenerative torque feedback transmitted from the HEV_ECU 20 through multiplex communication, and controls the hydraulic pressure of the brake system. The BRK_ECU 20 Command (torque command), vehicle speed, hydraulic pressure, ABS operating state, etc. are fed back and transmitted.
[0037]
In the hybrid control system described above, in order to deal with the occurrence of an abnormality, in addition to the abnormality monitoring via the multiplex communication system and the processing at the time of the abnormality occurrence, A signal system is provided, and the function of the first control means according to the present invention is realized by the HEV_ECU 20, and the function of the second control means is realized by the T / M_ECU 24.
[0038]
The fail-safe system centered on the HEV_ECU 20 allows the vehicle to be stopped safely when an abnormality occurs or when traveling is not possible, and when the vehicle can travel, a signal system that is separate from the multiplex communication system and the multiplex communication system. Is used together to limit the output of the drive system to ensure the minimum required running performance.
[0039]
Abnormality monitoring through the multiplex communication system is mainly performed by centrally managing the diagnosis result by the self-diagnosis function of each ECU by the HEV_ECU 20 that controls the system. Self-diagnosis function of each ECU includes diagnosis of ECU itself by watchdog timer, diagnosis of disconnection or short-circuit occurrence by monitoring sensor output value itself, check of consistency between control data and sensor output value, to actuator There is a diagnosis of disconnection or short circuit of the actuator system by the applied voltage or output current value.
[0040]
For example, in the self-diagnosis of the motor A controllers 21 and 22, in addition to detecting abnormality of the motor A control system and the motor B control system itself by the watchdog timer provided for each, the motor A and B are detected from the detected values of the drive currents. It is possible to detect abnormalities in A and B and the sensor system.
[0041]
Further, in the self-diagnosis of the E / G_ECU 23, in addition to the abnormality detection of the engine control system itself by its own watchdog timer, for example, the consistency between the control value of the electric throttle valve and the actual throttle opening detected by the sensor, the HEV_ECU 20 It is possible to detect an abnormality in the sensor system or the actuator system based on the consistency between the engine control value based on the received accelerator opening data of the APS 11 and the actual throttle opening or the actual engine speed.
[0042]
Further, in the self-diagnosis of the T / M_ECU 24, in addition to detecting the abnormality of the shift control system itself by its own watchdog timer, for example, the output value of the sensor for detecting the rotation speed of the primary pulley 4b and the rotation speed of the secondary pulley 4d are detected. Detecting an abnormality of the gear ratio control valve, an abnormality of the sensor for detecting the rotational speed, etc. from the consistency of the actual gear ratio calculated based on the output value of the sensor to be controlled and the gear ratio control value for the CVT 4 Is possible.
[0043]
In addition, in the self-diagnosis of the BAT_MU 25, in addition to the abnormality detection of the battery management system itself by its own watchdog timer, for example, the output value of the sensor that detects the voltage of the battery 10 and the output current from the battery 10 are detected. Based on the output value or the like, it is possible to detect abnormality of the battery 10 or abnormality of the contactor 9.
[0044]
Further, in the self-diagnosis of the BRK_ECU 26, in addition to the abnormality detection of the brake control system itself by its own watchdog timer, for example, based on the output value of the sensor that detects the hydraulic pressure of the brake system, the output value of the sensor that detects the wheel speed, etc. Thus, it is possible to detect abnormality of the hydraulic control valve and other brake actuators.
[0045]
In the HEV_ECU 20, when abnormality is detected by self-diagnosis in each ECU and abnormality notification is received by multiplex communication, or when periodic communication from a predetermined ECU is not executed, or transmitted to each ECU by multiplex communication When the control command and control data fed back from each ECU do not match, it is determined that the ECU is abnormal, and other ECUs are notified of the occurrence of abnormality. In addition to restricting the operation, the occurrence of an abnormality is displayed on the display 27 to notify the driver of the occurrence of the failure.
[0046]
For example, when a CAN is adopted as a multiplex communication system, each ECU uses a data frame for notifying a control abnormality separately from a data frame transmitted at regular intervals for each ECU to perform a control command and feedback, and a message. The multiplex communication system is transmitted by transmitting a data field having an error flag indicating an error occurrence and an error number indicating the error content following the identifier for identifying the message content. Anomaly notifications are made.
[0047]
The data frame for notifying the occurrence of an abnormality requests transmission from each ECU when an abnormality occurs, that is, transmission in a random cycle, and requests the self-diagnosis result of each ECU from the HEV_ECU 20 at the time of system startup and periodic system diagnosis. Sent from each ECU in response to the remote frame.
[0048]
On the other hand, abnormality monitoring using a signal system different from the multiplex communication system is mainly performed on sensors for detecting parameters for determining a control amount and sensors for detecting a control output to an actuator.
[0049]
In this embodiment, as shown in FIG. 23, a signal of the ETC throttle sensor 15 that detects the opening of the electric throttle valve of the engine 1 is input to both the E / G_ECU 23 and the HEV_ECU 20, and both the E / G_ECU 23 and the HEV_ECU 20 Thus, the consistency between the control data and the output value of the ETC throttle sensor 15 is checked to monitor the abnormality.
[0050]
For example, the E / G_ECU 23 checks the consistency between the output value of the APS 11 and the output value of the ETC throttle sensor 15 through self-diagnosis, and the abnormality such as the throttle valve operating in the reverse direction even when the accelerator pedal is depressed. Is detected. Further, the HEV_ECU 20 checks whether or not the output value of the ETC throttle sensor 15 is matched with the throttle valve full-close data by the idle switch received from the E / G_ECU 23 via the multiplex communication system. , And further, abnormal operation of the electric throttle valve is detected.
[0051]
In addition, the signal of the current sensor 16 provided on the power line 32 from the contactor 9 to the motor A controller 21 is input to both the motor A controller 21 and the HEV_ECU 20, and the motor A controller 21 self-tests based on the output value of the current sensor 16. A diagnosis is performed, and the HEV_ECU 20 monitors the abnormality by checking the consistency between the current value of the motor A fed back from the motor A controller 21 via multiplex communication and the output value of the current sensor 16.
[0052]
Similarly, the signal of the current sensor 17 provided on the power line 32 from the contactor 9 to the motor B controller 22 is input to both the motor B controller 22 and the HEV_ECU 20, and the motor B controller 22 is based on the output value of the current sensor 17. Self-diagnosis is performed, and the HEV_ECU 20 monitors the abnormality by checking the consistency between the current value of the motor B fed back from the motor B controller 22 via multiplex communication and the output value of the current sensor 17.
[0053]
Further, in order to cope with an abnormality occurring in the HEV_ECU 20 that controls the system, the T / M_ECU 24 monitors the abnormality of the HEV_ECU 20, and the abnormality monitoring result by the HEV_ECU 20 is stored and held in the T / M_ECU 24. When an abnormality is detected by self-diagnosis, the abnormality notification is sent from the HEV_ECU 20 to the T / M_ECU 24 by multiplex communication, and an abnormality signal is output from the HEV_ECU 20 to the T / M_ECU 24 as shown in FIG.
[0054]
When an abnormality occurs in the HEV_ECU 20 and an abnormality notification is received by multiplex communication, or when an error signal is received from the HEV_ECU 20 in a system different from the multiplex communication system, the T / M_ECU 24 stops in a later-described manner instead of the HEV_ECU 20. Control or abnormal control is performed, the occurrence of abnormality is displayed on the display 27, and a warning is given to the driver.
[0055]
Next, a protection function for limiting output when an abnormality occurs in a system different from the multiplex communication system will be described. This protection function is basically realized by using two signal systems of HEV_ECU 20 and T / M_ECU 24. In this embodiment, the motor A controller 21, the motor B controller 22, and the E / G_ECU 23 are controlled. A signal system for driving the motors A and B, a signal system for turning on / off a power source for driving the injector, and a signal system for opening and closing the contactor 9 are provided.
[0056]
Signals for controlling the motor A controller 21, the motor B controller 22, and the E / G_ECU 23 include an abnormal time control signal output from the HEV_ECU 20 and an abnormal time control signal output from the T / M_ECU 24. FIG. As shown in FIG. 3, the motor A controller 21 outputs a logical sum of a signal obtained by inverting the abnormal control signal output from the HEV_ECU 20 and a signal obtained by inverting the abnormal control signal output from the T / M_ECU 24. An abnormal time control signal is given by 21a.
[0057]
Further, the motor B controller 22 is abnormalized by a logic circuit 22a that outputs a logical sum of a signal obtained by inverting the abnormal control signal output from the HEV_ECU 20 and a signal obtained by inverting the abnormal control signal output from the T / M_ECU 24. A time control signal is provided, and the abnormal time control signal output from the HEV_ECU 20 is inverted and input to the E / G_ECU 23 by the logic circuit 23a.
[0058]
In this embodiment, the abnormality control signal output from the HEV_ECU 20 and the abnormality control signal output from the T / M_ECU 24 are both at a high level when there is no abnormality and at a low level when an abnormality occurs.
[0059]
Therefore, in the motor A controller 21, when at least one of the abnormal control signal output from the HEV_ECU 20 and the abnormal control signal output from the T / M_ECU 24 is at a low level (when an abnormality occurs), the signal is transmitted via the logic circuit 21a. The control signal at the time of abnormality input to the motor A controller 21 becomes a high level, and regardless of the control data by multiplex communication, the control shifts to constant rotation speed control with a predetermined rotation speed as a target value.
[0060]
Further, in the motor B controller 22, when at least one of the abnormal control signal output from the HEV_ECU 20 and the abnormal control signal output from the T / M_ECU 24 is at a low level (when an abnormality occurs), the motor B controller 22 passes through the logic circuit 22a. The control signal at the time of abnormality input to the motor B controller 22 becomes a high level, and the control shifts to constant torque control with a predetermined torque as a target value regardless of the control data by multiplex communication.
[0061]
In this case, the motor B controller 22 is directly input with a signal from the inhibitor switch 14 and a signal from the accelerator switch 18 that is turned ON / OFF by depression / release of the accelerator pedal. By driving the motor B at a constant torque according to the shift operation position by the inhibitor switch 14 that is directly input to the driver and the start operation information of the driver by the accelerator switch 18, it is possible to run for limp home when an abnormality occurs. And
[0062]
In the E / G_ECU 23, when the abnormal control signal output from the HEV_ECU 20 becomes a low level (when an abnormality occurs) and the high level abnormal control signal is input to the E / G_ECU 23, the E / G control by multiplex communication is performed. Regardless of the data, the routine proceeds to constant rotation speed control with a predetermined rotation speed as a target value.
[0063]
Next, as a power source for driving the motors A and B and a signal for turning on / off the power source for driving the injector, a power ON signal for the control power source 21b to the motor A controller 21 and a motor B controller 22 are provided. There are a power ON signal for the control power source 22b and an injector power stop signal for the injector power source 23b for the E / G_ECU 23. Each signal is output from the HEV_ECU 20 and the T / M_ECU 24, respectively.
[0064]
The control power supply 21b is controlled by the logic circuit 21c independently of the control unit in the motor A controller 21. In the logic circuit 21c, the power ON signal input from the HEV_ECU 20 and the power ON signal input from the T / M_ECU 24 And the logical product with the signal IG from the ignition switch is output.
[0065]
Similarly, the control power supply 22b is controlled by the logic circuit 22c independently of the control unit in the motor B controller 22, and this logic circuit 22c is input from the power ON signal input from the HEV_ECU 20 and the T / M_ECU 24. A logical sum with the power ON signal is taken, and a logical product with the signal IG from the ignition switch is output.
[0066]
Further, the injector power supply 23b performs a logical product of the signal IG from the ignition switch, a signal obtained by inverting the injector power supply stop signal output from the HEV_ECU 20, and a signal obtained by inverting the injector power supply stop signal output from the T / M_ECU 24. It is controlled by the output logic circuit 23c and operates independently of the control unit in the E / G_ECU 23.
[0067]
The logic circuits 21a and 21c and the control power supply 21b, the logic circuits 22a and 22c and the control power supply 22b, the logic circuits 23a and 23c and the injector power supply 23b are built in the motor A controller 21, the motor B controller 22 and the E / G_ECU 23, respectively. You may make it do.
[0068]
In this embodiment, the power ON signal for the control power supply 21b and the power ON signal for the control power supply 22b output from the HEV_ECU 20 are at a high level when there is no abnormality and at a low level when an abnormality occurs. Further, the power ON signal for the control power source 21b and the power ON signal for the control power source 22b output from the T / M_ECU 24 remain at a low level when the HEV_ECU 20 is in a normal state, an abnormality occurs in the HEV_ECU 20, and the motor A, When the motor B is operated, it becomes a high level.
[0069]
That is, the control power supply 21b and the control power supply 22b are configured so that the signal IG from the ignition switch is at a high level (ignition switch ON) and the power ON signal from the HEV_ECU 20 is at a high level (normally when no abnormality occurs in the HEV_ECU 20). When there is no abnormality), the outputs of the logic circuits 21c and 22c become high level, the control power supplies 21b and 22b are turned on, and the motors A and B can be operated.
[0070]
Further, when the signal IG from the ignition switch is in a high level and an abnormality occurs in the HEV_ECU 20 and the power ON signal from the HEV_ECU 20 becomes a low level (abnormal), the power ON signal from the T / M_ECU 24 Thus, the operation / stop of the motors A and B can be controlled.
[0071]
That is, when the signal IG from the ignition switch to the logic circuits 21c and 22c is at a high level and the power ON signal from the HEV_ECU 20 is at a low level, when the power ON signal from the T / M_ECU 24 is at a low level, When the output of 22c becomes low level, the control power supplies 21b and 22b are turned off to stop the motors A and B, and when the power ON signal from the T / M_ECU 24 is high level, the outputs of the logic circuits 21c and 22c are high level. Thus, the control power supplies 21b and 22b are turned on, and the motors A and B can be operated.
[0072]
When the signal IG from the ignition switch becomes low level (ignition switch OFF), the control power supplies 21b and 22b are naturally turned off.
[0073]
On the other hand, in this embodiment, the injector power stop signal output from the HEV_ECU 20 and the injector power stop signal output from the T / M_ECU 24 are low level when there is no abnormality and high level when an abnormality occurs.
[0074]
Therefore, when the signal IG from the ignition switch is at a high level (ignition switch ON) and both the injector power stop signal from the HEV_ECU 20 and the injector power stop signal from the T / M_ECU 24 are at a low level (no abnormality), the logic The output of the circuit 23c becomes high level, and the injector power supply 23b is turned on.
[0075]
When the signal IG from the ignition switch is at a low level (ignition switch OFF), or at least one of the injector power stop signal from the HEV_ECU 20 and the injector power stop signal from the T / M_ECU 24 is at a high level (abnormal). The output of the logic circuit 23c becomes low level, the injector power supply 23b is turned off, the injector is deactivated, fuel injection stops, and the engine 1 stops.
[0076]
Next, as a signal for opening and closing the contactor 9, there are a contactor control signal output from the HEV_ECU 20 and a contactor control signal output from the T / M_ECU 24. Both contactor control signals and signals from the ignition switch. The contactor 9 is controlled to open and close independently of the control unit in the BAT_MU 25 by the output of the logic circuit 25a to which IG is input.
[0077]
The logic circuit 25a calculates a logical sum of the contactor control signal output from the HEV_ECU 20 and a signal obtained by inverting the contactor control signal output from the T / M_ECU 24, and outputs a logical product of the signal IG from the ignition switch. Is. The logic circuit 25a may be built in the HEV_ECU 20.
[0078]
In this embodiment, the contactor control signal output from the HEV_ECU 20 is at a high level when the contactor 9 is turned on, and is at a low level when the contactor 9 is turned off, and the contactor control signal output from the T / M_ECU 24 is When the contactor 9 is turned on, it becomes a low level, and when the contactor 9 is turned off, it becomes a high level.
[0079]
Normally, the contactor control signal output from the T / M_ECU 24 is at a high level (contactor OFF) when the HEV_ECU 20 is in a normal state. In this state, the signal IG from the ignition switch is at a high level (ignition ON) and the contactor from the HEV_ECU 20 When the control signal is high level, the output of the logic circuit 25a becomes high level and the contactor 9 is turned on.
[0080]
Further, when an abnormality occurs in the HEV_ECU 20 while the signal IG from the ignition switch is at a high level, the contactor control signal from the HEV_ECU 20 becomes a low level, and the opening / closing control of the contactor 9 is controlled by the control signal from the T / M_ECU 24. It becomes possible. That is, when the signal IG from the ignition switch is at a high level and the contactor control signal from the HEV_ECU 20 is at a low level, the contactor control signal from the T / M_ECU 24 is at a high level and the contactor 9 is turned off, and the contactor control signal from the T / M_ECU 24 is turned off. Is low level, the contactor 9 is turned on.
[0081]
Hereinafter, fail-safe processing by the HEV_ECU 20 and the T / M_ECU 24 using a signal system different from the multiplex communication system and the multiplex communication system will be described with reference to the flowcharts of FIGS.
[0082]
The processing described below includes HEV_ECU 20 and its peripheral system system (HEV_ECU system), motor A controller 21 as its first motor system, its peripheral system system (motor A controller system), and its second motor system. Motor B controller 22 and its peripheral system system (motor B controller system), E / G_ECU 23 and its peripheral system system (engine control system) as an engine system, T / M_ECU 24 and its peripheral system as a system for a coupling mechanism and a power conversion mechanism System (transmission control system), BAT_MU25 as a power supply system and its peripheral system system (battery management system) according to the presence or absence of abnormality, and if an abnormality occurs in BRK_ECU26 and its peripheral system, A warning is issued and regenerative braking is prohibited To.
[0083]
2 to 4 are main routines of fail-safe processing executed at predetermined time intervals in the HEV_ECU 20. First, in step S101, it is checked whether an abnormality has occurred in the HEV_ECU system by the self-diagnosis function of the HEV_ECU 20 itself.
[0084]
If an abnormality is detected in the HEV_ECU system, the process proceeds from step S101 to step S102, the occurrence of an abnormality in the HEV_ECU system is notified to the T / M_ECU 24 by multiple communication, and the T / M_ECU 24 of a system different from the multiple communication system is transmitted. The signal at the time of abnormality in the system is set to a low level to notify the abnormality of the HEV_ECU system. In this case, the T / M_ECU 24 performs an abnormal process in place of the HEV_ECU 20, which will be described later.
[0085]
On the other hand, if no abnormality is detected in the HEV_ECU system by the self-diagnosis of the HEV_ECU 20, the process proceeds from step S101 to step S103 and subsequent steps, and the motor A controller system, motor B controller system, battery management system, engine control system, transmission control. If the vehicle cannot travel according to the presence or absence of an abnormality in the system, a stop control (1) subroutine described below is executed to stop the vehicle safely. The subroutines of the controls (1), (2), (3), (5), (6), (7), and (8) are selectively executed to realize the limp home function.
[0086]
Here, whether or not the vehicle can travel can be determined according to the faulty part in consideration of the configuration of the drive system centered on the planetary gear unit 3. That is, the lock-up clutch 2 and the CVT 4 are mechanically fixed when the transmission control system has an abnormality, so that the clutch release and the gear ratio are fixed, respectively. If it is possible to receive the force, the driving force of the motor B can be transmitted to the driving wheel as an effective driving force, and even if the motor B cannot be used, the engine 1 and the motor A If at least one of them can be used and the lockup clutch 2 can be directly connected, the driving force of both or one of the engine 1 and the motor A can be effectively transmitted to the driving wheels.
[0087]
Therefore, for the engine control system, the motor A controller system, the motor B controller system, and the transmission control system, the events indicating the respective abnormal / normal states are E / G, MA, MB, and T / M. If the value is 1 when it is normal and when it is 0, it is possible to determine whether or not the vehicle can run by evaluating the value of the following composite event. When the value of the composite event is 1, the vehicle can travel, and when the value is 0, the vehicle cannot travel.
(E / G ＭＡ MA) x (MB Ｔ T / M)
[0088]
An abnormality in the battery management system is equivalent to an abnormality in both the motor A controller system and the motor B controller system because normal power supply to the motor A and the motor B cannot be performed. When the combinations of occurrences of abnormalities in the five systems of the controller system, the motor B controller system, the transmission control system, and the battery management system are arranged, it is impossible to run when the following NG conditions (a) to (d) are satisfied, In other cases, the vehicle can run.
(A) At least the engine control system and motor A controller system are abnormal
(B) At least the engine control system and battery management system are abnormal
(C) At least motor B controller system and transmission control system are abnormal
(D) At least battery management system and transmission control system are abnormal
[0089]
Therefore, in step S103 and after, when an abnormality occurs, stop control is performed so that traveling is not possible when any of the above-described NG conditions (a) to (d) is satisfied, and when it does not correspond, an abnormality occurs due to limp home. Control will be performed. Specifically, in step S103, it is checked whether or not the engine control system is abnormal. When an abnormal notification is received from the E / G_ECU 23 by multiplex communication, the periodic communication is not transmitted from the E / G_ECU 23 and the engine control system is abnormal. If it is determined that the engine control system is abnormal from the monitoring data of the ETC throttle sensor 15 in a system different from the multiplex communication system, the process proceeds to step S104 and the motor A Abnormal notifications from the controller 21, periodic communication, and output data of the current sensor 16 are checked to check whether the motor A controller system is abnormal.
[0090]
As a result, if the motor A controller system is abnormal in step S104, that is, if both the engine control system and the motor A controller system are abnormal, it is determined that traveling is not possible (corresponding to the NG condition (a)), and the step Proceeding to S105, the stop control (1) subroutine shown in FIG. 5 is executed to stop the vehicle safely.
[0091]
On the other hand, if the motor A controller system is normal in step S104, the process proceeds from step S104 to step S106, the abnormal notification from the motor B controller 22, regular communication, and the output data of the current sensor 17 are checked to check the motor B controller. Check whether the system is abnormal.
[0092]
If the motor B controller system is abnormal, in step S107, the abnormal notification and periodic communication from the BAT_MU 25 are checked to check whether the battery management system is abnormal. If the battery management system is normal, step S108 is further performed. The T / M_ECU 24 checks for abnormal notifications and periodic communication to check whether the transmission control system is abnormal.
[0093]
As a result, if the battery management system is abnormal in step S107 or the transmission control system is abnormal in step S108, that is, the motor A controller system is normal, but both the engine control system and the motor B controller system are abnormal. If the battery management system or the transmission control system is abnormal, the engine 1 cannot be used and the motor A cannot be used because of the battery management system abnormality (corresponding to the NG condition (b)), or Since the motor B cannot be used and the lockup clutch 2 cannot be engaged and cannot travel (corresponding to the NG condition (c)), the process proceeds to the above-described step S105, and the stop control (1) subroutine shown in FIG. Stop the vehicle safely.
[0094]
If the transmission control system is normal in step S108, that is, the engine control system and the motor B controller system are both abnormal, but the motor A controller system, battery management system, and transmission control system are normal. In step S109, it is determined that traveling by only the motor A is possible, and the abnormal time control (2) subroutine shown in FIG. 7 is executed to perform limp home control by traveling only by the motor A.
[0095]
On the other hand, if the motor B controller system is normal in step S106, the process proceeds from step S106 to step S110 to check whether the battery management system is abnormal. If the battery management system is abnormal, that is, the motor A controller system and the motor B controller system are normal, but the engine control system and the battery management system are abnormal, the engine 1 cannot be used and the motor Since normal power supply to A and B is impossible, it is determined that traveling is not possible (corresponding to the NG condition (b)), the process proceeds to step S105 described above, and the stop control (1) subroutine shown in FIG. To stop safely.
[0096]
If the battery management system is normal in step S110, it is further checked in step S111 whether the transmission control system is abnormal. If the transmission control system is normal, that is, the motor A controller system, the motor When the B controller system, the battery management system, and the transmission control system are normal and only the engine control system is abnormal, the motors A and B can travel, so the process proceeds from step S110 to step S112. The abnormal time control (1) subroutine shown in FIG. 6 is executed, the reaction force against the driving force of the motor B is received by the motor A, and the limp home control during the traveling by the motor B is performed.
[0097]
If the transmission control system is abnormal in step S111, that is, the motor A controller system, the motor B controller system, and the battery management system are normal, and the engine control system and the transmission control system are abnormal. Since the motors A and B can travel, the process proceeds from step S111 to step S113, the abnormal time control (3) subroutine shown in FIG. 10 is executed, the lockup clutch 2 is released, and the gear ratio of the CVT 4 is released. The limp home control is performed in which the reaction force is received by the motor A and the motor B travels.
[0098]
Next, the case where the engine control system is normal in step S103 will be described. If the engine control system is normal in step S103, the process proceeds from step S103 to step S114 to check whether the motor A controller system is abnormal. If the motor A controller system is normal, the process proceeds to step S122 and subsequent steps. If the motor A controller system is abnormal, the motor B controller system, battery management system, and transmission control system are abnormal in steps S115 to S121. Process according to the presence or absence of.
[0099]
In the processing of steps S115 to S121 when the engine control system is normal and the motor A controller system is abnormal, it is determined whether or not the motor B controller system is abnormal in step S115. In S116, it is checked whether or not the battery management system is abnormal.
[0100]
If the motor B controller system is abnormal in step S115 or the battery management system is abnormal in step S116, the process proceeds from step S115 or step S116 to step S117 to check whether the transmission control system is abnormal. . As a result, if the transmission control system is abnormal in step S117, the engine control system is normal, but the motor A controller system, motor B controller system, transmission control system is abnormal, or engine control Although the system and the motor B controller system are normal, the motor A controller system, battery management system, and transmission control system are in an abnormal state, so the vehicle cannot travel (corresponds to the NG condition (c) or the NG condition (d)). ), The process jumps from step S117 to step S105 described above, and executes the stop control (1) subroutine shown in FIG. 5 to stop the vehicle safely.
[0101]
When the transmission control system is normal in step S117, the engine control system and the transmission control system are normal and the motor A controller system and the motor B controller system are abnormal, or the engine control system and the motor B The controller system and the transmission control system are normal, and the motor A controller system and the battery management system are abnormal. Since the motors A and B cannot be used anyway, the engine 1 can run only. The process proceeds to step S118, and the abnormal time control (6) subroutine shown in FIG. 12 is executed to perform limp home control using only the power of the engine 1.
[0102]
On the other hand, if the battery management system is normal in step S116, the process proceeds from step S116 to step S119 to check whether or not the transmission control system is abnormal. If the transmission control system is abnormal in step S119, that is, the engine control system, the motor B controller system, and the battery management system are normal, and the motor A controller system and the transmission control system are abnormal. Then, it is determined that the motor B can travel, the process proceeds to step S120, and an abnormal time control (7) subroutine shown in FIG. The limp home control which travels by the motor B in response to the reaction force is performed at 1.
[0103]
If the transmission control system is normal in step S119, that is, the engine control system, the motor B controller system, the battery management system, and the transmission control system are normal, and only the motor A controller system is abnormal. 11 determines that traveling by the motor B is possible, executes an abnormal time control (5) subroutine shown in FIG. 11 in step S121, and performs limp home control in which the engine 1 travels by receiving the reaction force.
[0104]
Next, in the processing after step S122 when the engine control system and the motor A controller system are normal, it is checked in step S122 whether or not the motor B controller system is abnormal. When the motor B controller system is normal, the processing after step S126 is performed. If the motor B controller system is abnormal, it is checked in step S123 if the transmission control system is abnormal.
[0105]
If the transmission control system is abnormal in step S123, that is, if the engine control system and the motor A controller system are normal and the motor B controller system and the transmission control system are abnormal, the vehicle cannot travel (NG condition ( (c) Corresponding to the above), the process jumps to step S105 described above, and the stop control (1) subroutine shown in FIG. 5 is executed to stop the vehicle safely.
[0106]
If the transmission control system is normal in step S123, it is further checked in step S124 whether the battery management system is abnormal. If the battery management system is abnormal in step S124, that is, if the engine control system, the motor A controller system, and the transmission control system are normal and the motor B controller system and the battery management system are abnormal, battery management is performed. Although the motors A and B cannot be used due to the abnormality of the system, but only the engine 1 can travel, the process jumps to the above-described step S118 and executes the abnormal time control (6) subroutine shown in FIG.
[0107]
On the other hand, if the battery management system is normal in step S124, that is, if the engine control system, motor A controller system, transmission control system, and battery management system are normal and only the motor B controller system is abnormal, the lock When the up clutch 2 is engaged, it is determined that traveling by the engine 1 and the motor A is possible, and the process proceeds from step S124 to step S125. The abnormal time control (8) subroutine shown in FIG. Limp home control is performed to run in combination.
[0108]
Next, if the motor B controller system is normal in step S122 and the process proceeds to step S126 and the subsequent steps, it is checked in step S126 whether the battery management system is abnormal. Check whether the machine control system is abnormal.
[0109]
If the transmission control system is abnormal in step S127, that is, if the engine control system, the motor A controller system, and the motor B controller system are normal and the battery management system and the transmission control system are abnormal, travel If it is determined that the condition is not possible (corresponding to the NG condition (d)), the process jumps to step S105 described above, and the stop control (1) subroutine shown in FIG. 5 is executed to safely stop the vehicle.
[0110]
If the transmission control system is normal in step S127, that is, if the engine control system, the motor A controller system, the motor B controller system, and the transmission control system are normal and only the battery management system is abnormal, Since the motors A and B cannot be used due to an abnormality in the battery management system and traveling by only the engine 1 is possible, the routine jumps to the above-described step S118 and executes the abnormal control (6) subroutine shown in FIG.
[0111]
If the battery management system is normal in step S126, the process proceeds from step S126 to step S128 to check whether the transmission control system is abnormal. If the transmission control system is abnormal in step S128, that is, if the engine control system, motor A controller system, motor B controller system, and battery management system are normal and only the transmission control system is abnormal, the lock Since it is possible to run with the motors A and B in which the up clutch 2 is released and the transmission ratio of the CVT 4 is constant, the routine jumps to the above-described step S113 to execute the abnormal time control (3) subroutine shown in FIG.
[0112]
On the other hand, if the transmission control system is normal in step S128, that is, if the engine control system, motor A controller system, motor B controller system, battery management system, and transmission control system are all normal, step S128 to step S128 are performed. Proceeding to S129, normal control centered on the HEV_ECU 20 is executed.
[0113]
Next, each subroutine in the above failsafe processing main routine will be described.
[0114]
First, the stop control (1) subroutine of FIG. 5 will be described. In this stop control (1) subroutine, when an abnormality is notified to other ECUs by multiplex communication in step S151 and an abnormality occurs, the injector power supply is detected in step S152. The injector power supply stop signal for the logic circuit 23c that controls 23b is set to a high level signal, and the injector power supply stop is commanded by a signal system different from the multiplex communication system. Thereby, the output of the logic circuit 23c becomes a low level, the injector power supply 23b is turned off, the fuel injection from the injector is stopped, and the engine 1 is stopped.
[0115]
In the next step S153, the power supply ON signal to the logic circuit 21c for controlling the control power supply 21b of the motor A controller 21 is instructed to be a low level signal, and the control power supply 22b of the motor B controller 22 is controlled in step S154. The power supply ON signal to the logic circuit 22c is used as a low level signal to command the power supply OFF. As a result, the outputs of the logic circuits 21c and 22c become low level, the control power supplies 21b and 22b are turned off, and the motors A and B are stopped.
[0116]
In step S155, the contactor control signal for the logic circuit 25a that controls the opening and closing of the contactor 9 is set to low level, the output of the logic circuit 25a is set to low level, the contactor 9 is turned off, and the battery 10, motor A controller 21 and The motor B controller 22 is disconnected.
[0117]
Further, in step S156, the abnormal control signal for the logic circuit 21a of the motor A controller 21 is set to a normal high level signal. Similarly, in step S157, the abnormal control signal for the logic circuit 22a of the motor B controller 22 is set. A high level signal at normal time. In other words, the motor A controller 21 and the motor B controller 22 are disconnected from the battery 10, and a command that can execute normal-time control is given to the motor A controller 21 and the motor B controller 22 to prepare for the case of normal recovery.
[0118]
When an abnormality is displayed on the display 27 in step S158 and the driver is notified of the abnormality, in step S159, a control command for turning off (releasing) the lockup clutch 2 to the T / M_ECU 24 by multiplex communication and the CVT 4 A transmission ratio command for setting the transmission ratio to a predetermined transmission ratio (neutral value) is given and the routine is exited.
[0119]
In other words, when an abnormality that disables running occurs, it is assumed that the system suddenly returns to normal rather than simply stopping the vehicle. Since the system is in a normal control state, it is possible to avoid an unexpected situation such as a sudden start when returning to normal.
[0120]
Next, the abnormal time control (1) subroutine of FIG. 6 will be described. The abnormal time control (1) subroutine is a process executed when an abnormality occurs only in the engine control system. When an abnormality occurs, the reaction force in the planetary gear unit 3 is shared by the motor A and is driven by the driving force of the motor B. The limp home function is realized by ensuring traveling.
[0121]
In the abnormal time control (1) subroutine of FIG. 6, when an abnormality is notified to another ECU by multiplex communication in step S161 and the engine control system is informed of an abnormality, the injector power supply 23b is controlled in step S162. The engine 1 is stopped using the injector power supply stop signal for the logic circuit 23c as a high level signal indicating a stop command to prevent a malfunction when the engine 1 returns to normal, and an abnormality is displayed on the display unit 27 in step S163. Communicate abnormalities to the driver.
[0122]
Next, the process proceeds to step S164, and when a control command for turning off (releasing) the lockup clutch 2 is given to the T / M_ECU 24 by multiplex communication, an abnormal time control signal for the logic circuit 21a of the motor A controller 21 is sent in step S165. The low level signal is given to the motor A controller 21 from the logic circuit 21a, and the motor A controller 21 causes the motor A controller 21 to shift to the abnormal time control in which the motor A is operated at a constant low speed (for example, about 300 rpm).
[0123]
In step S166, based on the outputs of the inhibitor switch 14 and the APS 11, a torque command is given to the motor B controller 22 by multiplex communication to exit the routine.
[0124]
Thereby, when the driving force of the motor B coupled to the ring gear 3c of the planetary gear unit 3 is output from the carrier 3b, the output from the carrier 3b is limited by the reaction force that can be received by the motor A of the sun gear 3a. When an abnormality occurs, excessive output can be suppressed to suppress consumption of electric energy, and the vehicle can be safely moved to a predetermined destination (for example, a repair shop).
[0125]
Next, the abnormal time control (2) subroutine of FIG. 7 will be described. The abnormal time control (2) subroutine is a process executed when the engine control system and the motor B controller system are abnormal. When the abnormality occurs, traveling by only the motor A is ensured to realize the limp home function.
[0126]
In the abnormal-time control (2) subroutine of FIG. 7, when an abnormality is notified to other ECUs by multiplex communication in step S171 to inform the engine control system and the motor B controller system that an abnormality has occurred, the injector power supply is determined in step S172. The engine 1 is stopped by using an injector power stop signal for the logic circuit 23c that controls the controller 23b as a high level signal indicating a stop command.
[0127]
Next, when the power supply ON signal for the logic circuit 22c for controlling the control power supply 22b of the motor B controller 22 is turned to a low level signal in step S173 to turn off the control power supply 22b and stop the motor B, the operation returns to normal in step S174. In order to avoid problems in the case of failure, the abnormal control signal for the logic circuit 22a of the motor B controller 22 is set to a high level signal at the normal time, and an abnormality occurrence is displayed on the display 27 in step S175 to the driver. Anomaly is communicated and the routine is exited.
[0128]
Then, after processing for the engine control system and the motor B controller system by the abnormal time control (2) subroutine, the motor A control command routine of FIG. 8 and the T / M control command routine of FIG. 9 are executed to carry out travel control.
[0129]
In the motor A control command routine of FIG. 8, based on the output of the APS 11 in step S181, a rotational speed command is given to the motor A controller 21 by multiplex communication to operate the motor A at a constant rotation, and the T / M control command of FIG. The transmission of the driving force of the motor A to the driving wheels is controlled by a routine.
[0130]
In the T / M control command routine of FIG. 9, it is checked in step S191 whether or not the accelerator pedal is ON based on the output of the APS 11, that is, whether or not the driver is depressing an accelerator pedal (not shown). When the accelerator pedal is not ON, that is, when the vehicle is stopped, the process proceeds from step S191 to step S194, and a control command for turning off (releasing) the lockup clutch 2 is given to the T / M_ECU 24 by multiplex communication.
[0131]
If the accelerator pedal is ON in step S191, the process proceeds to step S192 to check whether the brake switch 12 is ON. If the brake switch 12 is ON, the T / M_ECU 24 is locked up by multiplex communication in step S194 described above. A control command to turn off (release) the clutch 2 is given. When the brake switch 12 is off, a control command to turn on (engage) the lockup clutch 2 is given to the T / M_ECU 24 by multiplex communication in step S193.
[0132]
That is, when traveling using only the driving force of the motor A, since there is no reaction force sharing in the planetary gear unit 3, the lockup clutch 2 is fastened to directly connect the sun gear 3a and the carrier 3b of the planetary gear unit 3. Then, the driving force of the motor A is directly input to the CVT 4. Further, when the vehicle is decelerated by braking or when the vehicle is stopped, the lockup clutch 2 is released, the coupling between the sun gear 3a and the carrier 3b is released, and the rotation of the motor A is continued to decelerate or stop the vehicle.
[0133]
Here, an oil pump (not shown) is provided to supply hydraulic pressure for operating the pulleys 4 b and 4 d of the lockup clutch 2 and the CVT 4, and this oil pump is driven by the motor A and the engine 1. (However, at this time, the fuel supply to the engine 1 is stopped and the motor 1 is idling by the motor A). Therefore, by decelerating or stopping the vehicle without stopping the rotation of the motor A, the operation of the oil pump is continued, and the lockup clutch 2 can be immediately engaged when the vehicle is reaccelerated or started.
[0134]
Even in the abnormal control (2), excessive output can be suppressed to prevent the consumption of electric energy, and the vehicle can be reliably moved to a repair shop or the like.
[0135]
Next, the abnormal time control (3) subroutine of FIG. 10 will be described. The abnormal time control (3) subroutine is a process executed when the engine control system and the transmission control system are abnormal, or when only the transmission control system is abnormal. When the abnormality occurs, the planetary gear unit 3 The driving force of the motor B is secured by sharing the reaction force in the motor A, and the limp home function is realized.
[0136]
In the abnormal control (3) subroutine of FIG. 10, in step S201, an abnormality is notified to another ECU by multiplex communication, an abnormality occurs in the engine control system and the transmission control system, or an abnormality occurs in the transmission control system. In step S202, the engine 1 is stopped by using an injector power supply stop signal for the logic circuit 23c that controls the injector power supply 23b as a high-level signal indicating a stop command.
[0137]
Next, proceeding to step S203, the contactor control signal for the logic circuit 25a for controlling the opening and closing of the contactor 9 is set to high level, the output of the logic circuit 25a is set to high level, the contactor 9 is turned on, and the battery 10, motor A controller 21 and motor are turned on. The B controller 22 is connected.
[0138]
In the subsequent step S204, the power ON signal for the logic circuit 21c that controls the control power supply 21b of the motor A controller 21 is set to a high level signal, and the control power supply 21b is turned on to enable the motor A to operate. Further, the power ON signal for the logic circuit 22c that controls the control power supply 22b of the motor B controller 22 is set to a high level signal, and the control power supply 22b is turned ON to enable the operation of the motor B.
[0139]
Thereafter, the process proceeds to step S206, where the motor A receives a reaction force when the driving force of the motor B is output to the CVT 4 via the planetary gear unit 3, so that an abnormal time control signal for the logic circuit 21a of the motor A controller 21 is detected. Then, a high level abnormality signal is given to the motor A controller 21 from the logic circuit 21a to shift the motor A controller 21 to the low speed constant rotation control.
[0140]
In step S207, the abnormal control signal for the logic circuit 22a of the motor B controller 22 is set to a low level at the time of abnormality, a high level signal is given from the logic circuit 22a, and the inhibitor switch 14 connected to the motor B controller 22 itself. In response to the signal from the accelerator switch 18 and the signal from the accelerator switch 18, the motor B controller 22 executes constant torque control for operating the motor B with constant torque.
[0141]
Then, when an abnormality is displayed on the display 27 in step S208 and the driver is notified of the abnormality, in step S209, in order to prevent an unexpected situation from returning to normal, a multiplex communication is used. A control command for turning off (releasing) the lockup clutch 2 and a gear ratio command for setting the gear ratio of the CVT 4 to a predetermined gear ratio (neutral value) are given to the T / M_ECU 24, and the routine is exited.
[0142]
In the abnormal time control (3), as in the abnormal time control (1) described above, while the electric energy is prevented from being consumed, the motor A receives the reaction force and travels by the driving force of the motor B, and reaches a predetermined destination. Can be secured, and the control command to keep the CVT4 gear ratio constant and the lock-up clutch 2 OFF (released) against abnormalities in the transmission control system can cause problems when returning to normal. To prevent.
[0143]
Next, the abnormal time control (5) subroutine of FIG. 11 will be described. The abnormal time control (5) subroutine is a process executed when only the motor A controller system is abnormal. When the abnormality occurs, the reaction force when the driving force of the motor B is output via the planetary gear unit 3 is calculated. The limp home function is realized by securing the traveling by the driving force of the motor B received by the engine 1.
[0144]
In the abnormal time control (5) subroutine of FIG. 11, when an abnormality is notified to another ECU by multiplex communication in step S211 to notify the motor A controller system that an abnormality has occurred, the control of the motor A controller 21 is controlled in step S212. The power supply ON signal for the logic circuit 21c that controls the power supply 21b is turned to a low level signal to turn off the control power supply 21b and stop the motor A.
[0145]
Next, the process proceeds to step S213, and in order to avoid troubles when the operation returns to normal, the abnormal control signal for the logic circuit 21a of the motor A controller 21 is set as a high-level signal at normal time, and the display 27 displays on the display 27 in step S214. Abnormality is displayed and the driver is notified of the abnormality.
[0146]
In the subsequent step S215, a control command for turning off (releasing) the lockup clutch 2 is given to the T / M_ECU 24 by multiplex communication. In step S216, the abnormal control signal for the logic circuit 23a of the E / G_ECU 23 is set to the low level in the abnormal state. Signal. When the high-level signal is input from the logic circuit 23a to the E / G_ECU 23 in response to this abnormal control signal, the E / G_ECU 23 causes the engine 1 to run at a constant low speed (for example, a constant speed based on the target idle speed). It controls and receives the reaction force of the motor B, and drives an oil pump (not shown) to secure the hydraulic pressure of the CVT 4.
[0147]
In step S217, a torque command is given to the motor B controller 22 by multiplex communication based on the outputs of the inhibitor switch 14 and the APS 11, and the routine is exited.
[0148]
As a result, the reaction force when the driving force of the motor B is output via the planetary gear unit 3 can be received by the engine 1 and the vehicle can be driven by the driving force of the motor B, and excessive output when an abnormality occurs is limited. The vehicle can be reliably moved to a repair shop or the like while preventing the consumption of electric energy.
[0149]
In addition, considering the case where the motor A controller system has returned to normal, the motor A controller 21 is in a state in which normal control is possible in advance, so that the reaction force of the motor B can be properly received and the driving force for driving is suddenly increased. It is possible to avoid problems at the time of normal recovery.
[0150]
Next, the abnormal time control (6) subroutine of FIG. 12 will be described. In the abnormal control (6) subroutine, the engine control system is normal, but the motors A and B cannot be used (the motor A controller system and the motor B controller system are both abnormal, or the battery management system is This is a process executed in the case of an abnormality), and when the abnormality occurs, traveling by the driving force of only the engine 1 is ensured and a limp home function is realized.
[0151]
In the abnormal time control (6) subroutine of FIG. 12, in step S221, an abnormality is notified to other ECUs by multiplex communication to notify that the motor A controller system and the motor B controller system are abnormal or the battery management system is abnormal. In step S222, the power supply ON signal to the logic circuit 21c for controlling the control power supply 21b of the motor A controller 21 is set to a low level signal to turn off the control power supply 21b to stop the motor A. In step S223, the motor B controller 22 is stopped. The power supply ON signal to the logic circuit 22c that controls the control power supply 22b is turned to a low level signal to turn off the control power supply 22b and stop the motor B.
[0152]
In the subsequent step S224, the contactor control signal for the logic circuit 25a for controlling the opening and closing of the contactor 9 is set to low level, the output of the logic circuit 25a is set to low level, the contactor 9 is turned off, and the battery 10, motor A controller 21 and motor B controller are turned off. 22 and disconnect.
[0153]
After that, in order to avoid an unexpected situation when the system returns to normal, in step S225, the abnormal control signal for the logic circuit 21a of the motor A controller 21 is set as a high level signal at normal time. Similarly, in step S226, the abnormal control signal for the logic circuit 22a of the motor B controller 22 is set to a high level signal in the normal state. Then, in step S227, the occurrence of abnormality is displayed on the display device 27, the abnormality is notified to the driver, and the routine is exited.
[0154]
After the abnormal control (6) subroutine is completed, the same processing as the T / M control command routine of FIG. 9 is executed, and the accelerator pedal is turned on and off, and the brake switch 12 is turned on and off. The T / M_ECU 24 is instructed to turn on / off the lockup clutch 2 according to the state, and the E / G control command routine shown in FIG. 13 and the E / G shown in FIG. 14 according to the ON / OFF of the lockup clutch 2. Execute the control command routine.
[0155]
That is, when the lock-up clutch 2 is ON, the E / G control command routine shown in FIG. 13 is executed, and a torque command is given to the E / G_ECU 23 by multiplex communication based on the output of the APS 11 in step S231. The driving force is directly output to CVT4.
[0156]
On the other hand, when the lock-up clutch 2 is OFF, the E / G control command routine shown in FIG. 14 is executed, and in step S241 the logic at the time of abnormality for the logic circuit 23a of the E / G_ECU 23 is logic as a low level signal at the time of abnormality. A high-level signal is supplied from the circuit 23a to the E / G_ECU 23, and the engine 1 is shifted to control at a constant low speed (for example, a constant speed based on the target idle speed) to suppress an increase in the engine speed.
[0157]
In the abnormal time control (6), even when an abnormality occurs in which the motors A and B cannot be used, the lockup clutch 2 is appropriately turned on and off to effectively use the driving force of the engine 1 and reach a predetermined destination. The vehicle can be moved safely.
[0158]
Next, the abnormal time control (7) subroutine of FIG. 15 will be described. The abnormal time control (7) subroutine is executed when the motor A controller system and the transmission control system are abnormal. When the abnormality occurs, the engine 1 is used to share the reaction force of the motor B and the motor B This ensures the driving with the driving force and realizes the limp home function.
[0159]
In the abnormal control (7) subroutine of FIG. 15, when an abnormality is notified to other ECUs by multiplex communication in step S251 to notify that the motor A controller system and the transmission control system are abnormal, in step S252 the injector power supply The injector power supply 23b is turned on by setting the injector power supply stop signal to the logic circuit 23c for controlling 23b as a low level signal, the injector is driven to perform fuel injection, and the engine 1 is operated.
[0160]
In step S253, the contactor control signal for the logic circuit 25a that controls the opening and closing of the contactor 9 is set to the high level, the output of the logic circuit 25a is set to the high level, the contactor 9 is turned on, and the battery 10, motor A controller 21, and motor B are turned on. The controller 22 is connected.
[0161]
In step S254, when the power supply ON signal to the logic circuit 21c for controlling the control power supply 21b of the motor A controller 21 is a low level signal, the control power supply 21b is turned off and the motor A is stopped. In step S255, the motor B The power supply ON signal for the logic circuit 22c that controls the control power supply 22b of the controller 22 is set to a high level signal to turn on the control power supply 22b, and the motor B can be operated.
[0162]
In the subsequent step S256, the abnormal control signal for the logic circuit 23a of the E / G_ECU 23 is set to a low level signal at the time of abnormality, a high level signal is given from the logic circuit 23a to the E / G_ECU 23, and the engine 1 is rotated at a constant low speed (for example, In step S257, the control signal for the logic circuit 22a of the motor B controller 22 is set to a low level at the time of abnormality, and a high level signal is given from the logic circuit 22a. In accordance with a signal from the inhibitor switch 14 connected to the motor B controller 22 itself and a signal from the accelerator switch 18, the motor B controller 22 executes constant torque control for operating the motor B with constant torque.
[0163]
In step S258, an abnormality is displayed on the display 27 to notify the driver of the abnormality. In step S259, the control command for turning off (releasing) the lockup clutch 2 to the T / M_ECU 24 by multiplex communication, and CVT4. A gear ratio command for setting the gear ratio to a predetermined gear ratio (neutral value) is given to exit the routine, and sudden start or the like when the system returns to normal is prevented.
[0164]
In the abnormal time control (7), the engine 1 travels with the driving force of the motor B in response to the abnormality of the motor A controller system, thereby preventing the consumption of electric energy and reaching a predetermined destination. Safe traveling can be ensured, and the transmission ratio of the CVT 4 can be kept constant with respect to an abnormality in the transmission control system, thereby preventing a problem from occurring when returning to normal.
[0165]
Next, the abnormal time control (8) subroutine of FIG. 16 will be described. The abnormal time control (8) subroutine is a process executed when only the motor B controller system is abnormal. When the abnormality occurs, traveling using both the engine 1 and the motor A is ensured, and a limp home function is realized.
[0166]
In the abnormal control (8) subroutine of FIG. 16, in step S271, when another abnormality is notified to the other ECUs by multiplex communication and the motor B controller system is informed that an abnormality has occurred, the motor B controller 22 is notified in step S272. The power supply ON signal to the logic circuit 22c that controls the control power supply 22b is turned to a low level signal to turn off the control power supply 22b and stop the motor B.
[0167]
Next, in step S273, it is avoided that an unexpected situation occurs when the abnormal control signal for the logic circuit 22a of the motor B controller 22 is returned to normal as a normal high level signal, and in step S274. Abnormality is displayed on the display 27 to notify the driver of the abnormality, and the routine is exited.
[0168]
Then, after the processing by the abnormal time control (8) subroutine is completed, the same processing as the T / M control command routine of FIG. 9 is executed, and the accelerator pedal is turned on and off, and the brake switch 12 is turned on and off. The T / M_ECU 24 is commanded to turn the lockup clutch 2 on and off according to the state.
[0169]
In parallel with the control command processing to the T / M_ECU 24, processing by the E / G / motor A control command routine shown in FIG. 17 is executed, and the output of the APS 11 is output in step S281 of the E / G / motor A control command routine. Based on this, a torque command is given to the E / G_ECU 23 via multiplex communication, and a rotation speed command is given to the motor A controller 21 via multiplex communication.
[0170]
Thus, during traveling, the lockup clutch 2 is engaged, the sun gear 3a of the planetary gear unit 3 and the carrier 3b are coupled, and the driving force of the engine 1 and the motor A is directly output to the CVT 4 in response to depression of the accelerator pedal. Can be run. Further, when the vehicle is decelerated by braking or when the vehicle is stopped, the lock-up clutch 2 is released, the rotation of the engine 1 and the motor A is continued, and the vehicle is decelerated or stopped. That is, by decelerating or stopping the vehicle without stopping the rotation of the engine 1 and the motor A, the operation of the oil pump is continued and the lockup clutch 2 can be immediately engaged when the vehicle is reaccelerated or started. .
[0171]
In the abnormal time control (8), in response to an abnormality in the motor B controller system, ON / OFF of the lockup clutch 2 is appropriately controlled, and the driving force of the engine 1 and the motor A can be directly output to the CVT 4 to run. The vehicle can be safely moved to a predetermined destination by limiting excessive output when an abnormality occurs.
[0172]
On the other hand, the T / M_ECU 24 performs the fail-safe process shown in FIG. 18 in parallel with the fail-safe process performed by the HEV_ECU 20 in order to cope with an abnormality in the HEV_ECU 20 itself that controls the system. When an abnormality occurs in the HEV_ECU 20, the T / M_ECU 24 performs an abnormality process in place of the HEV_ECU 20.
[0173]
In this case, when the HEV_ECU 20 detects an abnormality in the HEV_ECU system, the following processes (1) to (8) are sequentially performed, and the T / M_ECU 24 performs an abnormality in the HEV_ECU system by its own fail sale process. Is detected, vehicle stop or abnormal control is realized through a signal system different from the multiplex communication system.
(1) An abnormality is notified to the T / M_ECU 24 by multiplex communication.
(2) The abnormality signal to the T / M_ECU 24 is set to a low level (abnormality) for a predetermined time (for example, 100 msec) or longer.
(3) The injector power supply stop signal for the logic circuit 23c that controls the injector power supply 23b is set to high level (power supply stop).
(4) The contactor control signal for the logic circuit 25a that controls the opening and closing of the contactor 9 is set to a low level (contactor OFF).
(5) The power ON signal for the logic circuit 21c that controls the control power 21b of the motor A controller 21 is set to a low level (power OFF).
(6) The power ON signal for the logic circuit 22c that controls the control power 22b of the motor B controller 22 is set to low level (power OFF).
(7) The control signal at the time of abnormality with respect to the logic circuit 21a of the motor A controller 21 is set to a high level (when there is no abnormality).
(8) The abnormality control signal for the logic circuit 22a of the motor B controller 22 is set to high level (non-abnormal).
[0174]
Hereinafter, the fail safe process by the T / M_ECU 24 will be described. In the fail-safe processing main routine shown in FIG. 18, it is checked in step S301 whether an abnormality has occurred in the transmission control system by self-diagnosis. If an abnormality has occurred, an abnormality is detected in HEV_ECU 20 by multiplex communication in step S302. Get out of the routine.
[0175]
Further, if the transmission control system is normal in step S301, the process proceeds from step S301 to step S303 and thereafter, and the current abnormality that is notified from the HEV_ECU 20 via the multiplex communication system and stored and held in the T / M_ECU 24 itself. Check the occurrence status and perform processing according to the abnormal occurrence status.
[0176]
That is, in step S303, it is first checked whether there is any abnormality in the engine control system. If the engine control system is normal, it is checked in step S304 whether there is any abnormality in the motor A controller system. If the motor A controller system is normal, the process proceeds from step S304 to step S305 to check whether there is an abnormality in the motor B controller system. If the motor B controller system is normal, the battery is detected in step S306. Check whether there is any abnormality in the management system.
[0177]
As a result, if the battery management system is normal in step S306, the process proceeds from step S306 to step S308. Check whether there is an abnormality in the system.
[0178]
If the engine control system is abnormal in step S303, the process proceeds from step S303 to step S307 to check whether the motor B controller system is normal. If the motor B controller system is normal, the process proceeds to step S308 described above. In step S310, it is checked whether or not the HEV_ECU system is normal. If the motor B controller system is abnormal, the process proceeds to step S310 to check whether or not the HEV_ECU system is normal.
[0179]
On the other hand, if the engine control system is normal in step S303, the motor A controller system is abnormal in step S304, the motor B controller system is abnormal in step S305, or the battery management system is abnormal in step S306. In such a case, the process proceeds from the corresponding step to the above-described step S310 to check whether or not there is an abnormality in the HEV_ECU system.
[0180]
That is, in step S308, the transmission control system, the engine control system, the motor A controller system, the motor B controller system, and the battery management system are all normal, or the transmission control system and the motor B controller are normal. When the engine control system is abnormal, it is checked whether the HEV_ECU system is abnormal.
[0181]
Therefore, if the HEV_ECU system is normal in step S308, the process proceeds to step S311 and the T / M_ECU 24 executes normal control based on the command from the HEV_ECU 20. If the HEV_ECU system is abnormal in step S308, it is determined that at least the transmission control system and the motor B controller system are normal, so that the motor B can be used as a travel drive source, and the process proceeds to step S309. The T / M_ECU 24 executes the process of stopping the engine 1, receiving the reaction force from the motor A, and causing the motor B to travel by executing the abnormal time control (4) subroutine shown in FIG.
[0182]
In step S310, when the transmission control system and the engine control system are normal and any of the motor A controller system, the motor B controller system, and the battery management system is abnormal, or the transmission control system is normal. When the engine control system and the motor B controller system are abnormal, it is checked whether the HEV_ECU system is abnormal.
[0183]
Therefore, if the HEV_ECU system is normal in step S310, the process similarly proceeds to step S311 and the T / M_ECU 24 executes normal control based on a command from the HEV_ECU 20. Further, if the HEV_ECU system is abnormal in step S310, the vehicle may be able to travel depending on the state of the drive system. The stop control (2) subroutine shown in FIG. 19 is executed to stop the vehicle safely.
[0184]
Next, each subroutine in the fail safe processing main routine by the T / M_ECU 24 will be described.
[0185]
First, in the stop control (2) subroutine of FIG. 19, an abnormality is notified to other ECUs by multiplex communication in step S321, and the engine power supply stop signal for the logic circuit 23c that controls the injector power supply 23b is set to high level in step S322. 1 is stopped.
[0186]
Next, proceeding to step S323, when the power supply ON signal for the logic circuit 21c for controlling the control power supply 21b of the motor A controller 21 is set to a low level signal to turn off the control power supply 21b and stop the motor A, at step S324, The power supply ON signal for the logic circuit 22c that controls the control power supply 22b of the motor B controller 22 is set to a low level signal to turn off the control power supply 22b and stop the motor B.
[0187]
In the subsequent step S325, the contactor control signal for the logic circuit 25a that controls the opening and closing of the contactor 9 is set to high level, the output of the logic circuit 25a is set to low level, the contactor 9 is turned off, and the battery 10, motor A controller 21 and motor B controller 22 are turned off. And disconnect.
[0188]
After that, in order to avoid an unexpected situation when the system returns to normal, in step S326, the abnormal control signal for the logic circuit 21a of the motor A controller 21 is set as a high level signal during normal operation. In step S327, the abnormal control signal for the logic circuit 22a of the motor B controller 22 is set to a normal high level signal.
[0189]
Then, in step S328, the occurrence of an abnormality is displayed on the display device 27 to notify the driver of the abnormality. Similarly, in step S329, an unexpected situation is avoided when the system returns to normal. Therefore, the lockup clutch 2 is turned off (released), and the gear ratio of the CVT 4 is fixed to a predetermined value (neutral value), and the routine is exited.
[0190]
As a result, even when an abnormality occurs in the HEV_ECU system that controls the system and the normal control of the motors A and B is impossible, the vehicle can be stopped to ensure safety. Moreover, the engine 1 is stopped, the motors A and B are disconnected from the battery 10, the lockup clutch is turned off, and the gear ratio of the CVT 4 is fixed to a neutral value, so that the HEV_ECU system returns to normal and the function is restored. Even in this case, the HEV_ECU 20 does not cause a sudden control operation to return to a normal state, and it is possible to prevent an unexpected situation from being predicted.
[0191]
Next, the abnormal time control (4) subroutine of FIG. 20 will be described. The abnormal time control (4) subroutine is a process executed in the T / M_ECU 24 when only the HEV_ECU system is abnormal, or when the engine control system and the HEV_ECU system are abnormal, and the engine 1 is stopped when an abnormality occurs. Then, the reaction force in the planetary gear unit 3 is shared by the motor A to ensure traveling by the driving force of the motor B, thereby realizing the limp home function.
[0192]
In the abnormal control (4) subroutine of FIG. 20, when an abnormality is notified to another ECU by multiplex communication in step S331, the engine power supply stop signal for the logic circuit 23c that controls the injector power supply 23b is set to high level in step S332. Stop.
[0193]
Next, the process proceeds to step S333, where the contactor control signal for the logic circuit 25a for controlling the opening and closing of the contactor 9 is set to low level, and the output of the logic circuit 25a is set to high level for the low level contactor control signal from the HEV_ECU 20. Then, the contactor 9 is turned on to connect the battery 10 to the motor A controller 21 and the motor B controller 22.
[0194]
Thereafter, the process proceeds to step S334, where the power ON signal for the logic circuit 21c that controls the control power supply 21b of the motor A controller 21 is a high level signal, and the output of the logic circuit 21c is output in response to the low level power ON signal from the HEV_ECU 20. The motor A can be operated by turning on the control power supply 21b.
[0195]
Next, the process proceeds to step S335, in which the power ON signal for the logic circuit 22c that controls the control power 22b of the motor B controller 22 is set to a high level signal, and the output of the logic circuit 22c in response to the low level power ON signal from the HEV_ECU 20 Is set to a high level to turn on the control power supply 22b, and the motor B can be operated.
[0196]
In step S336, the abnormal control signal for the logic circuit 21a of the motor A controller 21 is set to a low level at the time of abnormality, and the output of the logic circuit 21a is set to a high level in response to the high level abnormal control signal from the HEV_ECU 20. This is given to the A controller 21, and the motor A controller 21 is shifted to the low speed constant rotation control.
[0197]
Further, in step S337, the abnormal control signal for the logic circuit 22a of the motor B controller 22 is set to the low level at the time of abnormality, and the output of the logic circuit 22a is set to the high level in response to the high level abnormal control signal from the HEV_ECU20. A constant torque control is performed to drive the motor B at a constant torque by the motor B controller 22 in accordance with a signal from the inhibitor switch 14 connected to the motor B controller 22 itself and a signal from the accelerator switch 18. Let
[0198]
In step S338, an abnormality is displayed on the display 27 to notify the driver of the abnormality. In step S339, the lockup clutch 2 is turned off (released), and the transmission ratio of the CVT 4 is set to a predetermined transmission ratio. The routine is fixed at (neutral value), and the control of the T / M_ECU 24 itself is stopped.
[0199]
In the abnormal control (4), even if an abnormality occurs in the HEV_ECU system that controls the system, as long as the driving force of the motor B can be used, the vehicle is moved to a predetermined destination while limiting the output to the driving wheels. It can be moved safely, and the engine 1 is stopped, the lockup clutch is turned off, and the gear ratio of the CVT 4 is fixed to a neutral value, so that the HEV_ECU system returns to normal and the function is restored. Even in this case, the HEV_ECU 20 does not cause a sudden control operation to return to a normal state, and it is possible to prevent an unexpected situation from being predicted.
[0200]
【The invention's effect】
As described above, according to the invention described in claim 1, The engine and the first motor are connected to the sun gear of the planetary gear and the second motor is connected to the ring gear, and the output from the carrier that can be coupled to the sun gear is transmitted to the drive wheels via the power conversion mechanism. First control means for controlling each control system of the hybrid vehicle only When an abnormality occurs, the second control means stops the engine on the sun gear side of the planetary gear in a command system different from the command system of the first control means and operates the first motor at a low speed constant rotation. And driving the second motor on the ring gear side according to the shift position of the power conversion mechanism and the accelerator operation, the driving force of the second motor is changed to the planetary gear. Career side By receiving the reaction force at the time of output from the first motor, it is possible to allow safe and reliable travel while limiting the output to the drive wheels.
[0201]
In that case, in the invention according to claim 2, In case of system normal recovery, Release the coupling mechanism Ruta Therefore, it is possible to avoid the occurrence of an unexpected situation when returning to normal. Further, in the invention described in claim 3, by warning the occurrence of abnormality, the driver can be alerted and safety can be further improved.
[Brief description of the drawings]
FIG. 1 is a basic configuration diagram of the present invention.
FIG. 2 is a flowchart (part 1) showing a main routine of fail-safe processing by HEV_ECU.
FIG. 3 is a flowchart (part 2) showing a main routine of fail-safe processing by HEV_ECU.
FIG. 4 is a flowchart (No. 3) showing a main routine of fail-safe processing by HEV_ECU.
FIG. 5 is a flowchart of a stop control (1) subroutine.
FIG. 6 is a flowchart of the abnormal time control (1) subroutine.
FIG. 7 is a flowchart of the abnormal time control (2) subroutine.
FIG. 8 is a flowchart of a motor A control command routine.
FIG. 9 is a flowchart of a T / M control command routine.
FIG. 10 is a flowchart of the abnormal time control (3) subroutine.
FIG. 11 is a flowchart of the abnormal time control (5) subroutine.
FIG. 12 is a flowchart of an abnormal time control (6) subroutine.
FIG. 13 is a flowchart of an E / G control command routine.
FIG. 14 is a flowchart of an E / G control command routine.
FIG. 15 is a flowchart of an abnormal time control (7) subroutine.
FIG. 16 is a flowchart of an abnormal time control (8) subroutine;
FIG. 17 is a flowchart of an E / G / motor A control command routine;
FIG. 18 is a flowchart showing a main routine for fail-safe processing by the T / M_ECU.
FIG. 19 is a flowchart of stop control (2) subroutine.
FIG. 20 is a flowchart of the abnormal time control (4) subroutine.
FIG. 21 is an explanatory diagram showing a configuration of a drive control system.
FIG. 22 is an explanatory diagram showing the flow of control signals centered on HEV_ECU.
FIG. 23 is a conceptual diagram of a fail-safe system.
[Explanation of symbols]
1 ... Engine
2 ... Lock-up clutch (coupling mechanism)
3 ... Planetary gear unit (single pinion type planetary gear)
3a Sun gear
3b ... Career
3c ... Ring gear
4 ... Belt type continuously variable transmission (power conversion mechanism)
A ... 1st motor
B ... Second motor
20 ... HEV_ECU (first control means)
24 ... T / M_ECU (second control means)

Claims (3)

First motor, the second motor, the planetary gear of the sun gear and the coupling freely coupling mechanism and a carrier which is connected to the ring gear of the planetary gear which is connected between the sun gear of the output shaft and a single-pinion type planetary gear of the engine, And a hybrid vehicle control device that includes a power conversion mechanism that is connected to the planetary gear carrier and performs gear shifting and torque amplification between the planetary gear and the drive wheels in accordance with a gear ratio that can be switched between a plurality of stages or continuously. Because
A plurality of control systems of the hybrid vehicle are controlled to output control commands to each control system, and when an abnormality occurs, a command for shifting each control system to control at the time of abnormality and a command for stopping the power are output. 1 control means;
A control system for stopping the engine and controlling the first motor via a command system different from the command system of the first control means when an abnormality occurs only in the first control means. And a second control means for shifting to a low-speed constant rotation control and shifting the control system for controlling the second motor to a control according to the shift position of the power conversion mechanism and the accelerator operation. A hybrid vehicle control device. 2. The control apparatus for a hybrid vehicle according to claim 1, wherein the second control means outputs a command for releasing the connection of the coupling mechanism in preparation for a system normal recovery . 2. The control apparatus for a hybrid vehicle according to claim 1, further comprising warning means for warning an abnormality when an abnormality occurs only in the first control means .

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