JP2001320806A - Moving object and controlling method thereof - Google Patents

Abstract

PROBLEM TO BE SOLVED: To extend traveling range if the charging amount of secondary battery has decreased because of the occurrence of an abnormality in an engine, a first motor or the like. SOLUTION: An abnormality detection discriminating part 272a discriminates whether or not an abnormality of an engine 150, a motor MG1 and the like is detected. A state-of-charge discriminating part 272b discriminates whether or not the state of charge SOC of a battery 194 has decreased to a given value Sre or lower. If it is equal to or lower than the given value Sre, a motor power performance decreasing part 272c obtains the maximum number of revelations Rmax of a motor MG2 from a prepared map based on the SOC. The maximum number of the revolutions Rmax is set in such a way as to decline proportionally as the SOC of the battery 194 decreases. The motor power performance decreasing part 272c discriminates whether or not the number of revolution REV2 of a motor MG2 is exceeding the Rmax. If it is equal to or larger than the Rmax, the target torque T2tag of the motor MG2 is calculated so as to equalize the REV2 with the Rmax and to output T2 req=T2 tag as a torque command value with regard to the motor MG2 to a motor main control CPU 262.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a moving body such as a hybrid vehicle having an engine, a first motor and a second motor, and more particularly to a second vehicle when an abnormality occurs in the engine or the first motor. The present invention relates to a motor control technique.

[0002]

2. Description of the Related Art In recent years, hybrid vehicles using an engine and a motor as power sources have been proposed (for example, Japanese Patent Application Laid-Open No.
And the so-called parallel hybrid vehicle as one type of hybrid vehicle. In the parallel hybrid vehicle, part of the power output from the engine is transmitted to the drive shaft through the power adjustment device having the first motor, and the remaining power is regenerated as power by the first motor. You. This power is used to charge a battery or drive a second motor as a power source other than the engine. Such a hybrid vehicle, in the power transmission process described above,
By controlling the first and second motors, the power output from the engine can be output to the drive shaft at an arbitrary rotation speed and torque. Regardless of the required output to be output from the drive shaft, the engine can select and operate an operation point with high operation efficiency, so that hybrid vehicles save resources compared to conventional vehicles that use only the engine as the drive source. And it has excellent exhaust purification properties.

[0003]

In such a hybrid vehicle, when an abnormality occurs in the engine, the first motor, or the like, the engine 150 will be described later.
It is impossible to run the vehicle using the power as the power source.
In addition, since the power cannot be regenerated by the first motor, the battery cannot be charged with the power. In such a case, when the charge amount of the battery decreases, how to run the hybrid vehicle while increasing the running distance becomes a problem.

As a technique related to this kind of technique, for example, a technique described in Japanese Patent Application Laid-Open No. H10-248104 is cited. In such an already proposed example, in an electric vehicle that uses only a motor as a power source, when the battery charge is reduced and the vehicle becomes hardly able to travel, a short distance is provided so as not to disturb other vehicles or pedestrians. It is only possible to move.

[0005] An object of the present invention is to solve the above-mentioned problems of the prior art, and to reduce the moving distance when an abnormality occurs in the engine or the first motor and the charged amount of the secondary battery is reduced. An object of the present invention is to provide a movable body that can be extended and a control method thereof.

[0006]

In order to achieve at least a part of the above object, a moving body according to the present invention comprises an engine having an output shaft, a drive shaft for outputting power, and A first motor coupled to the output shaft, a second motor coupled to the drive shaft, and a secondary battery capable of exchanging power between the first and second motors; The engine, the first and second motors,
And a control device capable of controlling the secondary battery, and the control device detects the abnormality related to the engine or the first motor, the engine, and When the charge amount of the secondary battery is equal to or less than a predetermined value after the abnormality is detected, the charge amount is controlled while controlling only the second motor out of the first and second motors. The gist of the present invention is to control the second motor so that the power performance of the second motor is reduced in accordance with the decrease in the power.

Further, according to the control method of the present invention, there is provided an engine having an output shaft, a drive shaft for outputting power, a first motor coupled to the output shaft, and a first motor coupled to the drive shaft. (A) the engine or the first motor, comprising: a second motor; and a secondary battery capable of exchanging electric power between the first and second motors. (B) detecting the abnormality in the step (a) when the abnormality is detected in the step (a);
(C) determining whether or not the amount of charge of the secondary battery is equal to or less than a predetermined value after detecting the abnormality in the step (a).
(D) when it is determined in the step (c) that the charge amount is equal to or less than a predetermined value, the second motor is controlled to reduce the power performance of the second motor in accordance with the decrease in the charge amount. And a controlling step.

When an abnormality occurs in relation to the engine or the first motor, the moving body cannot be moved by using the engine as a power source. Therefore, in the moving body or the control method of the present invention, when an abnormality related to the engine or the first motor is detected, only the second motor is controlled to operate. Further, when an abnormality occurs in relation to the engine or the first motor, the first motor cannot regenerate electric power to charge the secondary battery. Therefore, in the moving object or the control method of the present invention, after detecting the abnormality,
When the charge amount of the secondary battery is equal to or less than a predetermined value, the power performance of the second motor is reduced according to the decrease in the charge amount,
The second motor is controlled.

Therefore, according to the moving object or the control method of the present invention, even when an abnormality related to the engine or the first motor occurs and the charged amount of the secondary battery is reduced, the charged amount is reduced. Since the power performance of the second motor is correspondingly reduced, the power consumed by the second motor can be reduced accordingly. As a result, the rate at which the amount of charge of the secondary battery decreases is also moderate, so that the moving distance of the moving body can be extended accordingly.

[0010] In the moving body according to the present invention, the control device may include, as a power performance of the second motor, a maximum output of the second motor, a maximum rotation speed of the second motor, and a second motor. It is preferable to control the second motor so as to reduce at least one of the maximum torques.

As described above, at least one of the maximum output of the second motor, the maximum rotation speed of the second motor, and the maximum torque of the second motor is used as the power performance of the second motor. By controlling the second motor to reduce the power, the power consumed by the second motor can be reduced.

In the moving body according to the present invention, the control device does not reduce the power performance of the second motor until the charged amount of the secondary battery becomes equal to or less than the predetermined value after detecting the abnormality. As described above, it is preferable to control the second motor.

With this configuration, even if the above-mentioned abnormality occurs during the movement,
If the charge amount of the secondary battery exceeds the predetermined value, the second
Since the power performance of this motor has not been reduced, the vehicle can continue to move as required by the driver, and emergency avoidance can be performed smoothly.

In the moving body according to the present invention, after the power performance of the second motor is reduced to a predetermined level, the control device may operate the power performance of the second motor irrespective of the decrease in the charge amount. Is preferably not further reduced.

With this configuration, the power performance of the second motor is not unnecessarily reduced.
It is possible to guarantee the minimum movement of the moving object.

In the moving body according to the present invention, the control device may control the second motor to perform a regenerative operation after detecting the abnormality, even if the charge amount of the secondary battery is equal to or less than the predetermined value. When performing the above, it is preferable to control the second motor so as not to reduce the power performance of the second motor.

As described above, even when an abnormality related to the engine or the first motor occurs and the charge amount of the secondary battery is reduced, when the second motor performs the regenerative operation, the second motor operates. By not reducing the power performance of the second motor, the second motor can perform the regenerative operation with the normal power performance, so that the power can be sufficiently regenerated and the regenerated power can be regenerated. By charging the secondary battery, the charge amount of the secondary battery can be increased.

[0018]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Next, embodiments of the present invention will be described based on examples in the following order. A. Overall configuration of hybrid vehicle B. B. Basic operation of hybrid vehicle Configuration of control system Motor running when abnormality is detected: D-1. Configuration of control device: D-2. E. Motor running control processing when abnormality is detected: Modification E-1. Modification 1 E-2. Modified example 2: E-3. Modification Example 3: E-4. Modification 4:

A. Overall Configuration of Hybrid Vehicle: FIG. 1 is an explanatory diagram showing the overall configuration of a hybrid vehicle including a shift control device as one embodiment of the present invention. This hybrid vehicle includes three prime movers, an engine 150 and two motor / generators MG1 and MG2. Here, “motor / generator” means a motor that functions both as a motor and as a generator. In the following, these are simply referred to as “motors” for simplicity. The control of the vehicle is performed by the control system 200.

The control system 200 includes a main ECU 21
0, the brake ECU 220, and the battery ECU 230
And an engine ECU 240. Each ECU
Is configured as one unit in which a plurality of circuit elements such as a microcomputer and an input interface and an output interface are arranged on one circuit board. The main ECU 210 has a motor control unit 260 and a master control unit 270. Master control unit 270
Has a function of determining a control amount such as an output distribution of the three prime movers 150, MG1 and MG2.

Power system 300 includes engine 150
, Motors MG1 and MG2, and drive circuits 191 and 192
, A system main relay 193, and a battery 194.

Engine 150 is a normal gasoline engine, and rotates crankshaft 156. The operation of the engine 150 is controlled by the engine ECU 240. The engine ECU 240 controls the master control unit 27
According to the command from 0, the fuel injection amount of the engine 150 and other controls are executed.

The motors MG1 and MG2 are configured as synchronous motors, and have stators wound with rotors 132 and 142 having a plurality of permanent magnets on the outer peripheral surface and three-phase coils 131 and 141 forming a rotating magnetic field. 133,143
And Stators 133 and 143 are fixed to case 119. Stator 13 of motor MG1, MG2
The three-phase coils 131 and 141 wound around 3,143 are
They are connected to a battery 194 via drive circuits 191 and 192 and a system main relay 193, respectively. The system main relay 193 is a relay switch that connects or disconnects the battery 194 and the drive circuits 191 and 192. System main relay 193 is controlled by master control unit 270. Further, the electric power from the battery 194 is also supplied to an auxiliary machine (not shown) via the system main relay 193.

The drive circuits 191 and 192 are transistor inverters each having a pair of transistors as switching elements for each phase. Drive circuits 191, 19
2 is controlled by the motor control unit 260. The drive circuit 191, 1 is controlled by a control signal from the motor control unit 260.
When the transistor 92 is switched, a current flows between the battery 194 and the motors MG1 and MG2.
The motors MG1 and MG2 can operate as electric motors that receive the supply of electric power from the battery 194 and rotate (hereinafter, this operation state is referred to as power running), and the rotor 1
When the motors 32 and 142 are rotated by external force, the battery 194 can also be charged by functioning as a generator for generating an electromotive force at both ends of the three-phase coils 131 and 141 (hereinafter, this operation state is referred to as regeneration Call).

The engine 150 and the rotating shafts of the motors MG1 and MG2 are mechanically connected via a planetary gear 120. The planetary gear 120 includes a sun gear 121.
, Ring gear 122, planetary pinion gear 12
And a planetary carrier 124 having the number three. In the hybrid vehicle of the present embodiment, the engine 1
The 50 crankshafts 156 are connected to a planetary carrier shaft 127 via a damper 130. The damper 130 is provided to absorb torsional vibration generated in the crankshaft 156. Rotor 1 of motor MG1
32 is connected to the sun gear shaft 125. Motor M
The G2 rotor 142 is coupled to the ring gear shaft 126. The rotation of the ring gear 122 depends on the chain belt 1
29 via the differential gear 114 and the axle 11
2 and the wheels 116R, 116L.

The control system 200 uses various sensors to realize control of the entire vehicle. For example, an accelerator sensor 165 for detecting the amount of depression of the accelerator by the driver, the position of the shift lever (shift position) ), The brake position sensor 167 for detecting the brake depression pressure, and the brake sensor 1 for detecting the brake depression pressure.
63, a battery sensor 196 for detecting the state of charge of the battery 194, a rotation speed sensor 144 for measuring the rotation speed of the motor MG2, and the like. Since the ring gear shaft 126 and the axle 112 are mechanically connected by the chain belt 129, the ring gear shaft 126
And the ratio of the rotation speed of the axle 112 is constant. Therefore, the rotation speed sensor 144 provided on the ring gear shaft 126 can detect not only the rotation speed of the motor MG2 but also the rotation speed of the axle 112. Although not a sensor, an ignition switch 161 for turning on / off the power system 300 by turning an ignition key 162 is also used.

B. Basic operation of hybrid vehicle: In order to explain the basic operation of the hybrid vehicle, first, the operation of the planetary gear 120 will be described below. The planetary gear 120 has such a property that when the rotation speed of two of the three rotation shafts is determined, the rotation speed of the remaining rotation shafts is determined. The relationship between the number of rotations of each rotating shaft is as in the following equation (1).

Nc = Ns × ρ / (1 + ρ) + Nr × 1 / (1 + ρ) (1)

Here, Nc is the planetary carrier shaft 12
7, Ns is the rotation speed of the sun gear shaft 125, and Nr is the rotation speed of the ring gear shaft 126. Ρ is a gear ratio between the sun gear 121 and the ring gear 122 as represented by the following equation.

Ρ = [number of teeth of sun gear 121] / [number of teeth of ring gear 122]

The torques of the three rotating shafts have a fixed relationship given by the following equations (2) and (3) regardless of the number of rotations.

Ts = Tc × ρ / (1 + ρ) (2) Tr = Tc × 1 / (1 + ρ) = Ts / ρ (3)

Here, Tc is the planetary carrier shaft 12
7, torque Ts is the torque of the sun gear shaft 125, and Tr is the torque of the ring gear shaft 126.

The hybrid vehicle of this embodiment can travel in various states by the function of the planetary gear 120. For example, in a relatively low-speed state in which the hybrid vehicle has started running, the motor MG2 is powered while the engine 150 is stopped, so that the axle 11
2 to transmit power. Similarly, the vehicle may travel with the engine 150 idling.

When the hybrid vehicle reaches a predetermined speed after the start of traveling, the control system 200 powers the motor MG1 to start the engine 150 by motoring with the output torque. At this time, the reaction torque of the motor MG1 is transmitted to the ring gear 12 via the planetary gear 120.
2 is also output.

When the engine 150 is operated to rotate the planetary carrier shaft 127, the sun gear shaft 125 and the ring gear shaft 126 rotate under the conditions satisfying the above equations (1) to (3). The power generated by the rotation of the ring gear shaft 126 is transmitted to the wheels 116R and 116L as they are. The power by the rotation of the sun gear shaft 125 is supplied to the first motor MG1.
And can be regenerated as electric power. On the other hand, by powering the second motor MG2, power can be output to the wheels 116R and 116L via the ring gear shaft 126.

At the time of steady operation, the output of engine 150 is set to a value substantially equal to the required power of axle 112 (ie, the number of revolutions of axle 112 × torque). At this time,
Part of the output of engine 150 is transmitted directly to axle 112 via ring gear shaft 126, and the remaining output is regenerated as electric power by first motor MG1. The regenerated electric power is used by second motor MG2 to generate torque for rotating ring gear shaft 126. As a result, it is possible to drive the axle 112 at a desired rotation speed with a desired torque.

When the torque transmitted to the axle 112 is insufficient, the torque is assisted by the second motor MG2. As the power for this assist, the power regenerated by the first motor MG1 and the power stored in the battery 149 are used. Thus, the control system 200
Controls the operation of the two motors MG1 and MG2 according to the required power to be output from the axle 112.

The hybrid vehicle of this embodiment can also move backward while the engine 150 is running. When the engine 150 is operated, the planetary carrier shaft 127
Rotates in the same direction as when moving forward. At this time, when the first motor MG1 is controlled to rotate the sun gear shaft 125 at a higher rotation speed than the rotation speed of the planetary carrier shaft 127,
As is apparent from the above equation (1), the ring gear shaft 126 reverses in the reverse direction. The control system 200 can control the output torque of the second motor MG2 while rotating the second motor MG2 in the reverse direction, and move the hybrid vehicle backward.

The planetary gear 120 is a ring gear 12
With the 2 stopped, the planetary carrier 124 and the sun gear 121 can be rotated. Therefore, engine 150 can be operated even when the vehicle is stopped. For example, when the charge amount of the battery 194 is low, the engine 150 is operated and the first motor MG
The battery 194 can be charged by regenerating the battery 1. If the first motor MG1 is powered when the vehicle is stopped, the torque
50 can be motored and started.

C. Configuration of Control System: FIG. 2 is a block diagram showing a more detailed configuration of the control system 200 in the embodiment. The master control unit 270 controls the master control C
It includes a PU 272 and a power supply control circuit 274. Further, the motor control unit 260 includes a motor main control CPU 262.
And two motor control CPUs 264 and 266 for controlling the two motors MG1 and MG2, respectively. Each CPU includes a CPU (not shown) and a ROM
, A RAM, an input port, and an output port, which together form a one-chip microcomputer.

The master control CPU 272 controls the activation of the power system 300 and controls the three prime movers 150, MG
1, a control amount such as the number of rotations of the MG2 and the distribution of torque, etc., and various required values are supplied to other CPUs and ECUs to control the driving of each prime mover. For this control, the master control CPU 272 is supplied with an ignition switch signal IG, an accelerator position signal AP indicating an accelerator opening, shift position signals SP1 and SP2 indicating a shift position, and the like, and a system main relay 193. In response to the above, a start signal ST is output. Note that the shift position sensor 167
And the accelerator sensor 165 are duplicated as necessary.

The power supply control circuit 274 is a DCDC converter for converting a high-voltage DC voltage of the battery 194 into a low-voltage DC voltage for each circuit in the main ECU 210.
The power supply control circuit 274 also has a function as a monitoring circuit that monitors an abnormality of the master control CPU 272.

Engine ECU 240 has a master control CP
The engine 150 is controlled according to the required engine output value PEreq given from U272. Engine ECU 24
From 0, the rotation speed REVen of the engine 150 is fed back to the master control CPU 272.

The motor main control CPU 262 sends the current request value I to the two motor control CPUs 264 and 266 according to the torque request values T1req and T2req for the motors MG1 and MG2 given from the master control CPU 272, respectively.
1req and I2req are supplied. Motor control CPU 264,
266 controls the drive circuits 191 and 192 according to the current request values I1req and I2req, respectively,
Drive MG2. From the rotation speed sensors of the motors MG1 and MG2, the rotation speeds REV1 and R
EV2 is fed back to the motor main control CPU 262. Note that the motor main control CPU 262 supplies the master control CPU 272 with the rotation speeds REV1 and REV2 of the motors MG1 and MG2 and the drive circuit 1 from the battery 194.
Current values IB to 91 and 192 are fed back.

The battery ECU 230 includes a battery 194
, And supplies it to the master control CPU 272. The master control CPU 272 determines that the charge amount SO
The output of each prime mover is determined in consideration of C. That is, when charging is required, engine 150 outputs a power larger than the output required for traveling, and a part of the power is distributed to the charging operation by first motor MG1.

The brake ECU 220 performs control to balance a hydraulic brake (not shown) and a regenerative brake by the second motor MG2. The reason for this is that, in this hybrid vehicle, the regenerative operation is performed by the second motor MG2 during braking, and the battery 194 is charged. Specifically, the brake ECU 220 inputs a regeneration request value REGreq to the master control CPU 272 based on the brake pressure BP from the brake sensor 163. The master control CPU 272 transmits the request value REGreq
, The operation of the motors MG1 and MG2 is determined, and the regeneration execution value REGprac is fed back to the brake ECU 220. The brake ECU 220 controls the amount of braking by the hydraulic brake to an appropriate value based on the difference between the regeneration execution value REGprac and the regeneration request value REGreq and the brake pressure BP.

As described above, the master control CPU 272
Determines the output of each of the prime movers 150, MG1 and MG2, and controls the ECU 240 and CPU 2
64, 266 with the required values. ECU 240 and CP
U264 and 266 control each prime mover according to the required value. As a result, the hybrid vehicle can travel by outputting appropriate power from the axle 112 according to the traveling state. When braking, the brake ECU 220
And the master control CPU 272 cooperate to control the operation of each prime mover and hydraulic brake. As a result, it is possible to realize braking that regenerates electric power and does not cause the driver to feel a sense of discomfort.

Four CPUs 272, 262, 264, 2
66 has a function of monitoring each other's abnormality using a so-called watchdog pulse WDP, and supplying a reset signal RES to the CPU to reset the CPU if the abnormality occurs in the CPU and the watchdog pulse stops. are doing. The abnormality of the master control CPU 272 is also monitored by the power supply control circuit 274.

The history of occurrence of an abnormality in the accelerator sensor 165 or the shift position sensor 167 is registered in the abnormality history registration circuit 280. An input port of the abnormality history registration circuit 280 has a reset signal RE transmitted and received between the master control CPU 272 and the motor main control CPU 262.
S1 and RES2 are input. Error history registration circuit 2
When these reset signals RES1 and RES2 are generated, the 80 stores them in an internal memory.

Note that the master control CPU 272 and the abnormality history registration circuit 280 can make various requests and notifications to each other via the bidirectional communication wiring 214. Further, a bidirectional communication wiring 212 is provided between the master control CPU 272 and the motor main control CPU 262.

D. Motor running when abnormality is detected: D-1. Configuration of control device: FIG. 3 is a block diagram showing the configuration of a control device for controlling motor running when an abnormality is detected. Master control CPU 272 has a function as abnormality detection determination section 272a, a function as charge amount determination section 272b, and a function as motor power performance reduction section 272c. Abnormality detection determination section 272a determines, based on a signal output from engine ECU 240 or motor main control CPU 262, whether an abnormality has been detected in relation to engine 150 or motor MG1. Charge amount determination section 272b determines whether or not charge amount SOC of battery 194 has become equal to or less than a predetermined value based on a signal output from battery ECU 230. The motor power performance reduction unit 272c detects the abnormality,
When the OC becomes equal to or less than the predetermined value, a motor control instruction is issued to the motor main control CPU 262 so as to reduce the power performance of the second motor.

D-2. Motor running control processing at the time of detection of abnormality: FIG. 4 is a flowchart showing a processing procedure of the motor running control processing at the time of detection of an abnormality by the control device shown in FIG. When the processing shown in FIG. 4 is started, the master control CPU
The abnormality detection determination unit 272a of the engine ECU 2
A signal output from the CPU 40 and a signal output from the motor main control CPU 262 are input, and based on these signals,
Whether abnormality is detected in the engine 150 itself or a part related thereto (for example, the engine ECU 240), or whether the motor MG1 itself or a part related thereto (for example, the drive circuit 191 or the first motor control CPU 26) is detected.
4) is determined (step S102). If it is determined that no abnormality has been detected for any of them, the master control CPU
272 indicates the required engine output value P by a normal process.
Ereq and torque request value T for motors MG1 and MG2
1req and T2req are calculated and given to the engine ECU 240 and the motor main control CPU 262. On the other hand, if it is determined that an abnormality has been detected for any of them, the master control CPU
272 performs processing at the time of abnormality detection as described later.

When an abnormality occurs in the engine 150, the motor MG1, etc., the following problems occur in the hybrid vehicle. That is, when an abnormality occurs in the engine 150 or a portion related thereto, the engine 150 is stalled, so that the hybrid vehicle cannot run using the engine 150 as a power source.

In a hybrid vehicle, the engine 1
Since the engine 50 is operated intermittently, the engine 150 may be stopped even during running. However, even when the motor MG1 or a portion related thereto occurs during the engine stop, the engine 150 may be stopped. Running with the power source as the power source will not be possible.

This is because in a hybrid vehicle, even if an abnormality occurs in the motor MG1 or the like, battery-less traveling by back electromotive force generation is possible if the engine is operating.
If an abnormality occurs in the motor MG1 etc. while the engine is stopped,
This is because the engine 150 can no longer be started by the motoring by the motor MG1, and battery-less traveling by back electromotive force using the engine 150 becomes impossible.

When an abnormality occurs in the engine 150, the motor MG1, etc., the motor M
Since it is also impossible to regenerate the electric power in G1, the battery 194 cannot be charged with the electric power.

To cope with such a problem, when it is determined in step S102 that an abnormality has been detected, the master control CPU 272 first causes the charge amount determination unit 272b to output the signal output from the battery ECU 230 Based on this, it is determined whether the state of charge SOC of the battery 194 has become equal to or less than a predetermined value Sre (step S1).
06). If the state of charge SOC of the battery 194 is higher than the predetermined value Sre, the battery 194 has a sufficient margin, so that the motor MG2 is driven using the electric power stored in the battery 194 without any limitation, The motor travel is performed by the motor MG2.

Specifically, the motor power performance reduction unit 272
c calculates a required output Ptag required by the driver based on the accelerator position signal AP output from the accelerator sensor 165, and further calculates the motor main control CP
Rotation speed REV2 of motor MG2 output from U262
From the calculated required output Ptag and the required torque Tt.
ag is calculated (step S108). Since the rotation speed REV2 of the motor MG2 is proportional to the rotation speed of the axle 112, and hence the vehicle speed, the required output Ptag and the current rotation speed RE
As the quotient of V2, the required torque Ttag required by the driver can be calculated.

Next, the motor power performance reduction section 272c
PEreq = 0 is output to the engine ECU 240 as an engine output request value, and the motor main control CP
For U262, T1req = 0 is output as a torque command value for motor MG1, and T2req = Ttag is output as a torque command value for motor MG2.

Thus, the engine 150 and the motor M
Both G1 are stopped, and only the motor MG2 is controlled to output the torque Ttag. As a result, the hybrid vehicle is driven by the motor MG2 alone, and can output an output as required by the driver.

On the other hand, if the state of charge SOC of the battery 194 is equal to or less than the predetermined value Sre in step S106, the battery 194 does not have much room, so that the motor GM2 is consumed with a limitation as described later. After the power is suppressed, the motor is driven by the motor MG2.

More specifically, motor power performance reduction section 272
c is based on the charge SOC of the battery 194 obtained from the charge determination unit 272b,
The maximum rotation speed Rmax of the motor MG2 is obtained (step S
112).

FIG. 5 shows an example of a map representing the relationship between the state of charge SOC of the battery 194 and the maximum rotation speed Rmax of the motor MG2. In FIG. 5, the horizontal axis represents the state of charge SOC of the battery 194, and the vertical axis represents the maximum rotation speed Rmax of the motor MG2. As shown in FIG. 5, when the state of charge SOC of the battery 194 is higher than the predetermined value Sre, the rotation speed REV2 of the motor MG2 is not limited at all. Is set, and the rotation speed REV2 of the motor MG2 is limited to the maximum rotation speed Rmax or less as described later. Moreover, the maximum rotational speed Rmax is set so as to decrease in proportion to the decrease in the state of charge SOC of the battery 194. And finally, the maximum rotational speed Rmax
Reaches a predetermined value Rremin, even if the state of charge SOC decreases, it does not decrease any more.

Thus, from the map as shown in FIG.
Once the maximum rotation speed Rmax of the motor MG2 is obtained, the motor power performance reduction unit 272c next determines
It is determined whether or not the value of the rotation speed REV2 of the motor MG2 output from 62 exceeds the obtained maximum rotation speed Rmax (step S114). As a result of the determination, if the value of the rotation speed REV2 of the motor MG2 is equal to or less than the maximum rotation speed Rmax, the output is within the limit, and there is no problem even if the output as requested by the driver is issued. Therefore, the motor power performance reduction unit 272c performs the above-described steps S108 and S110.
And the motor is driven with an output according to the driver's request.

However, as a result of the determination, when the value of the rotation speed REV2 of the motor MG2 is higher than the maximum rotation speed Rmax, the motor MG2 is controlled so as to be within the limit.
Specifically, the motor power performance reduction unit 272c first
The value of the rotation speed REV2 of the motor MG2 is the maximum rotation speed Rmax
Target torque T2ta of motor MG2 such that
g is calculated (step S116). For example, target torque T2tag of motor MG2 is calculated by proportional integration used in proportional integral control (PI control). That is, a proportional term obtained by multiplying a deviation between the value of the rotational speed REV2 and the maximum rotational speed Rmax by a predetermined proportional constant, and an integral term obtained by multiplying a time integral of the deviation by a predetermined proportional constant. The target torque T2tag of the motor MG2 is obtained from the sum.

Next, the motor power performance reduction section 272c
PEreq = 0 is output to the engine ECU 240 as an engine output request value, and the motor main control CP
For U262, T1req = 0 is output as a torque command value for motor MG1, and T2req = T2tag is output as a torque command value for motor MG2.

Thus, the engine 150 and the motor M
G1 is both stopped, and only the motor MG2 is controlled to output the torque T2tag which is the target torque.
As a result, the hybrid vehicle is motor-driven only by the motor MG2, and is controlled so that the value of the rotation speed REV2 of the motor MG2, which has exceeded the maximum rotation speed Rmax, approaches the maximum rotation speed Rmax. , Finally, the value of the rotation speed REV2 of the motor MG2 becomes the maximum rotation speed Rmax
Limited to:

Thus, the motor power performance reduction unit 2
72c is the engine ECU 240 and the motor main control CPU2.
When the request value or the command value is output to 62, the process returns to step S106, and the same process as described above is repeated.

As described above, according to the present embodiment,
Even when an abnormality occurs in the engine 150, the motor MG1, or the like during traveling of the hybrid vehicle, if the charge amount SOC of the battery 194 exceeds the predetermined value Sre and the battery 194 has a sufficient margin, the motor MG2
Of the motor M is not limited at all.
The travel according to the driver's request can be performed only by G2. Therefore, emergency evacuation can be performed smoothly even after an abnormality has occurred.

When the state of charge SOC of the battery 194 is equal to or less than the predetermined value Sre and the battery 194 has no margin, the rotation speed REV2 of the motor MG2 becomes the maximum rotation speed R
max, and the maximum rotational speed Rmax decreases as the state of charge SOC decreases.
As the charge amount SOC decreases, the rotation speed REV2 of the motor MG2 is also suppressed, and the power consumed by the motor MG2 can be reduced. As a result, the rate of decrease of the state of charge SOC with respect to time becomes slower, so that the traveling distance of the hybrid vehicle can be extended accordingly.

When the set maximum rotation speed Rmax of the motor MG2 decreases to a predetermined value Rremin, the charge amount SOC
Does not decrease any more even when the vehicle speed decreases, the minimum running of the hybrid vehicle can be guaranteed.

Now, as described above, the engine 15
Abnormality occurs for 0, motor MG1, etc.
When the charge amount SOC of the battery 194 is equal to or less than the predetermined value Sre and the battery 194 has no margin, when the motor MG2 is driven using the electric power stored in the battery 194, the motor MG2 is driven as described above. Thus, the power consumed by the motor MG2 is suppressed by setting a certain limit. However, even when an abnormality occurs and the battery 194 has no margin, the motor M
Instead of consuming power in G2, conversely, motor MG2
In the case where the electric power is regenerated, the electric power can be charged into the battery 194 to increase the charge amount SOC of the battery 194, so that it is not necessary to provide the above-described restriction on the motor MG2.

Therefore, in the present embodiment, when the master control CPU 272 determines that an abnormality has been detected in step S102 and determines that the state of charge SOC of the battery 194 is equal to or less than the predetermined value Sre in step S106. Even if there is a brake, motor MG
2 performs the regenerative operation, the rotation speed R of the motor MG2
No restrictions are placed on EV2. As a result, the motor MG2 can perform the regenerative operation with the usual power performance, so that the electric power can be sufficiently regenerated and the battery 194 can be charged.

E. Modifications: The present invention is not limited to the above-described examples and embodiments, and can be carried out in various modes without departing from the gist thereof. For example, the following modifications are also possible. is there.

E-1. Modified Example 1: In the embodiment described above,
As shown in FIG. 5, the maximum rotation speed Rmax that limits the rotation speed REV2 of the motor MG2 decreases in proportion to the decrease in the state of charge SOC of the battery 194, but does not necessarily need to be proportional. If the maximum rotational speed Rmax tends to decrease in accordance with the decrease in the state of charge SOC,
It can be changed in any way.

E-2. Modification 2 In the above embodiment,
When the state of charge SOC of the battery 194 becomes equal to or less than the predetermined value Sre, the maximum rotation speed Rmax is set, and the motor MG2 is controlled such that the rotation speed REV2 of the motor MG2 becomes equal to or less than the maximum rotation speed Rmax. Instead, a maximum speed is set, and the motor MG2 is set so that the speed of the hybrid vehicle is equal to or lower than the maximum speed.
May be controlled. In this case, the maximum speed described above is the same as the case of the maximum rotation speed Rmax.
It is set so as to decrease as the SOC 94 decreases.

E-3. Modification 3 In the above-described embodiment,
When the state of charge SOC of the battery 194 becomes equal to or less than the predetermined value Sre, the rotational speed REV2 of the motor MG2 is limited. However, the present invention is not limited to this. The torque may be limited, or the output of the motor MG2 may be limited.

For example, when limiting the torque of the motor MG2, the maximum torque is set and the motor MG2
Motor MG so that the torque of
2 and the maximum torque may be set to decrease according to the decrease in the state of charge SOC.

When limiting the output of the motor MG2, the maximum output is similarly set and the motor MG2
Motor MG2 so that the output of
And the maximum output may be set to decrease according to the decrease in the state of charge SOC.

As another method, the limiting rate x%
(However, x <100) is set, and for the required output Ptag and the required torque Ttag requested by the driver, the motor MG2 outputs only the output and torque of x% of the required output Ptag and the required torque Ttag. So that the motor MG
2 may be controlled so that the value of the limit rate x is set to decrease according to the decrease in the state of charge SOC.

E-4. Modification 4: In the above embodiment,
Although a so-called mechanical distribution type hybrid vehicle that distributes engine power to the axle and the first motor MG1 using a motor MG1 and a planetary gear as a power adjusting device has been described, the present invention relates to a planetary gear as a power adjusting device. A motor M having a paired rotor configuration without using a rear gear
The present invention is also applicable to a so-called electric distribution type hybrid vehicle that electrically distributes the power of the engine using only G1. The motor MG1 in this case has a rotatable outer rotor instead of a stator fixed to a case, in addition to an inner rotor which is a normal rotor, and has a rotor configuration. Such an electric distribution type hybrid vehicle is disclosed in, for example, Japanese Patent Application Laid-Open No. 9-46965, which was disclosed by the present applicant, and a description thereof will be omitted.

In addition, an engine starting generator connected to the output shaft of the engine is used as the first motor, and a drive / regeneration motor connected to the output shaft and the drive shaft of the engine directly or via a planetary gear is used as the second motor. The present invention can be applied to a hybrid vehicle using a motor.

In the above-described embodiment, the so-called parallel type in which the power required for power generation of the first motor is mechanically or electrically distributed from the power generated by the engine and the remaining power is output to the drive shaft. However, the present invention is not limited to this, and the power generated by the engine is generated by the first motor, and the generated power is used to drive the second motor to drive the drive shaft. It is also applicable to a so-called series type hybrid vehicle that outputs power to the vehicle.

The present invention is applicable to various moving objects such as airplanes and ships in addition to vehicles. That is, the present invention provides an engine, a power adjusting device having a first motor,
The present invention is applicable to a moving body including the second motor. Further, the present invention can be applied to control other than the moving object.

[Brief description of the drawings]

FIG. 1 is an explanatory diagram showing an overall configuration of a hybrid vehicle including a shift control device as one embodiment of the present invention.

FIG. 2 is a block diagram showing a more detailed configuration of the control system 200 of FIG.

FIG. 3 is a block diagram showing a configuration of a control device for controlling motor running when an abnormality is detected.

FIG. 4 is a flowchart showing a processing procedure of a motor running control process when an abnormality is detected by the control device shown in FIG. 3;

FIG. 5 shows a state of charge SOC of a battery 194 and a motor MG2.
FIG. 5 is an explanatory diagram showing an example of a map representing a relationship between the maximum rotation speed Rmax and a maximum rotation speed Rmax.

[Explanation of symbols]

 112 ... axle 114 ... differential gear 116R, 116L ... wheel 119 ... case 120 ... planetary gear 121 ... sun gear 122 ... ring gear 123 ... planetary pinion gear 124 ... planetary carrier 125 ... sun gear shaft 126 ... ring gear shaft 127 ... planetary carrier shaft 129 ... chain belt 130 ... Dampers 131,141 ... Three-phase coils 132,142 ... Rotor 133,143 ... Stator 144 ... Rotation speed sensor 149 ... Battery 150 ... Engine 156 ... Crank shaft 161 ... Ignition switch 162 ... Ignition key 163 ... Brake sensor 165 ... Accelerator sensor 167 ... Shift position sensor 191,192 ... Drive circuit 193 ... System main relay 194 ... Battery 196 ... Battery sensor 200 Control system 210 Main ECU 212 Bidirectional communication wiring 214 Bidirectional communication wiring 220 Brake ECU 230 Battery ECU 240 Engine ECU 260 Motor control unit 262 Motor main control CPUs 264 and 266 Motor control CPU 270: master control unit 272: master control CPU 272a: abnormality detection determination unit 272b: charge amount determination unit 272c: motor power performance reduction unit 274: power supply control circuit 280: abnormality history registration circuit 300: power system

 ──────────────────────────────────────────────────続 き Continued on the front page F term (reference) 5G003 AA07 BA01 DA04 EA05 FA06 GC05 5H115 PG04 PI16 PO17 PU10 PU24 PU25 PU29 PV09 PV23 QI04 QI07 QN02 QN06 QN09 RB08 RE01 RE05 SE04 SE05 SE06 TB01 TI01 TO21 TO23 TR04 TR20 TR20

Claims (6)

[Claims] An engine having an output shaft; a drive shaft for outputting power; a first motor coupled to the output shaft; a second motor coupled to the drive shaft; A secondary battery capable of exchanging power between the first and second motors, and a control device capable of controlling the engine, the first and second motors, and the secondary battery, When the control device detects an abnormality related to the engine or the first motor, only the second motor of the engine and the first and second motors is provided. When the charge amount of the secondary battery is equal to or less than a predetermined value after the abnormality is detected, the second control is performed in accordance with the decrease in the charge amount.
A moving body that controls the second motor so as to reduce the power performance of the motor. 2. The moving body according to claim 1, wherein the control device sets a power performance of the second motor as:
Controlling the second motor so as to reduce at least one of a maximum output of the second motor, a maximum rotation speed of the second motor, and a maximum torque of the second motor. And the moving body. 3. The moving body according to claim 1, wherein the control device detects the abnormality and continues to perform the second operation until the charge amount of the secondary battery becomes equal to or less than the predetermined value. A moving body characterized by controlling the second motor so as not to reduce the power performance of the second motor. 4. The moving body according to claim 1, wherein the control device reduces the power performance of the second motor to a predetermined level. Despite the decrease in charge,
A moving body, wherein the power performance of the second motor is not further reduced. 5. The moving body according to claim 1, wherein the control device detects that the abnormality has occurred, and the charging amount of the secondary battery is equal to or less than the predetermined value. In the case where the second motor performs a regenerative operation, the second motor is controlled so as not to reduce the power performance of the second motor. . 6. An engine having an output shaft, a drive shaft for outputting power, a first motor coupled to the output shaft, a second motor coupled to the drive shaft, A secondary battery capable of exchanging electric power with a first motor and a second motor, comprising: (a) detecting an abnormality related to the engine or the first motor; (B) when the abnormality is detected in the step (a), controlling to operate only the second motor among the engine and the first and second motors; c) after detecting the abnormality in the step (a), determining whether the charge amount of the secondary battery is equal to or less than a predetermined value; and (d) determining whether the charge amount in the step (c) is If it is determined that the charge amount is equal to or less than the predetermined value, Serial second motor so as to reduce the power performance, the control method of the moving object and a step of controlling the second motor.