CN104428184B - 车辆控制装置以及车辆控制方法 - Google Patents

车辆控制装置以及车辆控制方法 Download PDF

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Publication number
CN104428184B
CN104428184B CN201380037332.0A CN201380037332A CN104428184B CN 104428184 B CN104428184 B CN 104428184B CN 201380037332 A CN201380037332 A CN 201380037332A CN 104428184 B CN104428184 B CN 104428184B
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relay
battery
dynamotor
vehicle
persistent fault
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CN104428184A (zh
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山崎刚彦
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Nissan Motor Co Ltd
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Nissan Motor Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/50—Control strategies for responding to system failures, e.g. for fault diagnosis, failsafe operation or limp mode
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K6/485—Motor-assist type
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
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    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
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    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/21—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having the same nominal voltage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
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    • F02N11/0862—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery
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    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
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    • F02N11/00—Starting of engines by means of electric motors
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    • G01R31/3278—Testing of circuit interrupters, switches or circuit-breakers of low voltage devices, e.g. domestic or industrial devices, such as motor protections, relays, rotation switches of relays, solenoids or reed switches
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Abstract

一种车辆控制装置，包括：继电器，可通过自身的接通/断开来切换是否将与电动发电机电耦合的第1电池和与车辆的电负载电耦合的第2电池进行电耦合，在电动发电机的牵引运转中将继电器断开从而切断第1电池以及第2电池的电耦合，在电动发电机的再生运转中将继电器接通从而将第1电池以及第2电池进行电耦合。在检测到继电器的接通固定故障的情况下，禁止电动发电机的牵引运转。

Description

车辆控制装置以及车辆控制方法
技术领域
本发明涉及车辆控制装置以及控制方法。
背景技术
以往，已知在能够进行发动机的自动停止、自动再起动的车辆控制装置中，包括与起动机电耦合的主电池、与车辆的电负载电耦合的副电池、以及能够通过自身的接通/断开来切换是否将主电池以及副电池进行电耦合的继电器，在发动机自动停止后的再起动时，将继电器接通而使起动机动作的技术(参照JP2008－82275A)。因此，通过在起动机动作时，防止发生副电池的电压下降(瞬间下降)，从而可以防止对电负载的电力供给不足。
发明内容
但是，在上述的车辆控制装置中，在发生了主电池和副电池间的继电器为持续接通状态的接通固定故障的情况下，产生以下问题。即，发动机自动停止后的再起动时，即使发出将继电器断开的指令，但继电器仍为接通状态下起动机动作，所以有可能产生副电池的电压下降，从而产生对电负载的电力供给不足。
本发明的目的是防止在主电池和副电池间的继电器中发生了接通固定故障的情况下，副电池的电压下降。
一个实施方式中的车辆控制装置包括：与发动机的输出轴机械性耦合的电动发电机；与电动发电机电耦合的第1电池；与车辆的电负载电耦合的第2电池；能够通过自身的接通/断开来切换是否将第1电池以及第2电池进行电耦合的继电器；根据车辆的运转状态使电动发电机进行牵引运转或者再生运转的电动发电机控制单元；在电动发电机的牵引运转中将继电器断开，在电动发电机的再生运转中将继电器接通的继电器控制单元；以及检测继电器的接通固定故障的接通固定故障检测单元。电动发电机控制单元在检测到继电器的接通固定故障的情况下，禁止电动发电机的牵引运转。
以下，与添附的附图一起，详细地说明本发明的实施方式、本发明的优点。
附图说明
图1是一个实施方式中的车辆的控制装置的概略结构图。
图2是汽油发动机的控制系统图。
图3是包括主电池、副电池、继电器以及发动机控制模块的详细的电路结构图。
图4是表示在发生了继电器的接通固定故障或者断开固定故障的情况下的控制内容的流程图。
图5是表示继电器接通固定诊断定时的图。
图6是表示继电器断开固定诊断定时的图。
具体实施方式
图1是一个实施方式中的车辆的控制装置的概略结构图。在图1中，在车辆1中设置有发动机2、电动发电机21、空调用压缩机31。具体地说，发动机2的输出轴3、电动发电机21的旋转轴22、空调用压缩机31的旋转轴32被平行地配置，在输出轴3的一端安装曲轴带轮4，在旋转轴22、32上安装各个带轮23、33。在这三个带轮4、23、33的每一个上旋转安装皮带5，在发动机2的输出轴3、旋转轴23、33之间，通过皮带5传递(传导)动力。
起动机6用于发动机2的起动。在发动机2的输出轴3的另一端连接变矩器8、皮带式的自动变速器9。变矩器8具有未图示的泵叶轮、涡轮叶轮。皮带式的自动变速器9具有未图示的主带轮、副带轮、以及在这些带轮上旋转安装的钢带。发动机2的旋转驱动力经由这些变矩器8、自动变速器9，最终被传递到车辆驱动轮(未图示)。
作为车辆1的电源，设置主电池41和副电池42。它们都是14V电池。在两个电池41、42之间，连接并联的两个继电器43a、43b。设置两个继电器43a、43b是为了一方继电器发生了故障的情况下的备份，而且，与仅设置一个继电器的情况相比，是为了延长继电器的耐久动作次数。
上述的起动机6、电动发电机21被连接在主电池41和继电器43a、43b之间，从主电池41提供电力。而且，由于由交流机构成电动发电机21，所以附带将来自主电池41的直流变换为交流的逆变器24。
电负载44是即使产生了电池的电压瞬间性下降的瞬间下降，对自身的动作也没有影响的负载，从主电池41对其提供电力。另一方面，电负载45是在产生瞬间下降时，对自身的动作产生影响的负载，从副电池42对其提供电力。
发动机控制模块(ECM)51控制发动机2、起动机6、电动发电机21、以及继电器43a、43b。例如，发动机控制模块51根据车辆的运转状态，使电动发电机21牵引运转或者再生运转。而且，发动机控制模块51在电动发电机21的牵引运转中，将继电器43a以及43b断开，从而切断主电池41以及副电池42间的电耦合，在电动发电机21的再生运转中，将继电器43a或者43b接通，从而将主电池41以及副电池42间进行电耦合。
图2是汽油发动机的控制系统图。在各吸气端口(未图示)设置有燃油喷射阀7。燃油喷射阀7间歇地将燃油提供给发动机2。
在吸气通路11中设置电子控制的节流阀12，通过节流电动机13控制节流阀12的开度(以下称为‘节流开度’。)。实际的节流开度通过节流传感器14检测，输入到发动机控制模块51。
在发动机控制模块51中，输入来自油门传感器53的油门开度(油门踏板52的踏下量)的信号、来自曲柄角传感器54的曲柄角的信号、来自空气流量计55的吸入空气量的信号。根据曲柄角传感器54的信号，计算发动机2的旋转速度。发动机控制模块51根据这些信号，计算目标吸入空气量以及目标燃油喷射量，对节流电动机13以及各燃油喷射阀7输出指令，以得到目标吸入空气量以及目标燃油喷射量。
这里，大致说明吸入空气量的控制(参照JP9－287513A)。通过从油门开度APO和发动机旋转速度Ne来搜索规定的图(map)，分别计算目标基本吸入空气量以及目标当量比tDML。将目标基本吸入空气量除以目标当量比tDML得到的值设为目标吸入空气量。然后，通过从该目标吸入空气量和发动机旋转速度来搜索规定的图，求目标节流阀开度。将目标节流阀开度变换为指令值，输出到节流电动机13。
接着，大致说明燃油喷射(燃油喷射量以及燃油喷射时期)的控制。将空气流量计55的输出进行A/D变换、线性处理从而计算吸入空气量Qa。从该吸入空气量Qa和发动机旋转速度Ne中，将得到大致理论空燃比(当量比＝1.0)的混合气的基本喷射脉冲宽度Tp0[ms]，作为Tp0＝K×Qa/Ne(这里，K是常数)来求。
接着，根据
Tp＝Tp0×Fload+Tp-1×(1－Fload)
其中，Fload：加重平均系数，
Tp-1：前次的Tp，的算式，求出气缸空气量相当脉冲宽度Tp[MS]。由于气缸(燃烧室)中流入的空气量(即气缸空气量)相对于空气流量计部中的吸入空气量具有响应延迟，所以这是以一次延迟近似了该响应延迟的结果。作为一次延迟的系数的加权平均系数Fload(无名数)通过根据旋转速度Ne以及气缸容积V的积Ne·V和吸气管的总流路面积Aa，搜索规定的图来求出。根据这样求得的气缸空气量相当脉冲宽度Tp，根据下式计算对燃油喷射阀7提供的燃油喷射脉冲宽度Ti[ms]，
Ti＝Tp×tDML×(α+αm－1)×2+Ts
其中，tDML：目标当量比(无名数)，
α：空燃比反馈校正系数(无名数)，
αm：空燃比学习值(无名数)，
Ts：无效喷射脉冲宽度(无名数)。
于是，在成为规定的燃油喷射时期时，在该燃油喷射脉冲宽度Ti期间，打开燃油喷射阀7。
而且，在汽油发动机2中，靠近燃烧室(气缸)具有火花塞。发动机控制模块51通过在压缩上止点前的规定的时侯截断点火线圈的初级侧电流，使火花塞产生火花，由此对燃烧室内的混合气点火。
而且，在发动机控制模块51根据来自起动机开关56的信号判断出是初次的起动请求时，驱动起动机6并使发动机2起动。
发动机控制模块51以改善油耗为目的，进行空转停止(idlestop)控制。即，预先不踏下油门踏板52(APO＝0)，踏下刹车踏板57(刹车开关58接通)，并且车辆1处于停止状态(车速VSP＝0)时，空转停止许可条件成立。空转停止许可条件成立时，截断从燃油喷射阀7至吸气端口的燃油喷射，停止发动机2。因此，降低无用的燃油消耗。
之后，在空转停止状态下，如果踏下油门踏板52或者松开刹车踏板57(刹车开关58关闭)等时，空转停止许可条件变得不成立。在空转停止许可条件不成立时，将电动发电机21作为起动机使用从而使发动机2转动动力输出轴，再次开启从燃油喷射阀7的燃油喷射和火花塞的火花点火，再起动发动机2。
这样，通过将电动发电机21作为从空转停止开始的发动机再起动用而专门使用，减少起动机6的使用频率，保护起动机6。而且，在驱动起动机6或电动发电机21时，通过发动机控制模块51，同时截断两个继电器43a、43b，将主电池41和副电池42电分离。由此，防止伴随发动机2的起动操作副电池42的电压变动。
返回图1继续说明。在车辆1中设置自动变速器用控制单元(CVTCU)61。自动变速器用控制单元61根据由车速和节流开度决定的车辆的行驶条件，无级地控制自动变速器9的变速比。而且，在具有泵叶轮、涡轮叶轮的变矩器8中，设置用于连接、放开泵叶轮和涡轮叶轮的机械式的锁止离合器。连接锁止离合器的车辆的行驶域作为锁止区域(以车速和节流开度为参数)而预先确定。自动变速器用控制单元61在车辆的行驶条件成为锁止区域时，连接锁止离合器，从而使发动机2和变速器9为直接连接状态，在车辆的行驶条件不是锁止区域时，释放锁止离合器。在将发动机2和变速器9设为了直接连接状态时，没有变矩器8中的扭矩的吸收，这部分的油耗改善。
在车辆1中还设置车辆动态控制(VehicleDynamicsControl)单元(VDCCU)62、车速感应式的电动转向(ElectricPowerSteering)用控制单元(EPSCU)63、空调用自动放大器64、组合仪表66。在要产生车辆的横向滑动或甩尾时，传感器检知横向滑动状态，车辆动态控制单元62通过刹车控制和发动机输出控制，提高行驶时的车辆稳定性。车速感应式电动转向用控制单元63根据从扭矩传感器输入的操舵扭矩、以及车速，将最佳的辅助扭矩信号输出到EPS电机。
上述的自动变速器用控制单元61、车辆动态控制单元62、车速感应式电动转向用控制单元63、组合仪表66是不允许电压降的电负载。因此，它们从副电池42接受电力的供给。
通过CAN(ControllerAreaNetwork，控制器区域网络)连接发动机控制模块51和三个各控制单元61～63、空调用自动放大器(A/CAMP)64、组合仪表66之间。车速信号从组合仪表66输入到发动机控制模块51中。
电动发电机21不仅作为从空转停止开始的发动机再起动使用，还用于车辆行驶中的扭矩辅助。在许可扭矩辅助时，将主电池41作为电源使用，使电动发电机21产生规定的辅助扭矩，以对发动机2进行扭矩辅助，在禁止扭矩辅助时不产生辅助扭矩。由此，在发动机2起动后并且车辆1开始行驶后，得到良好的加速响应性(运转性)。
逆变器24和发动机控制模块51通过LIN(LocalInterconnectNetwork，局部互联网络)来连接。经由LIN，发动机控制模块51对于逆变器24指令进行对驱动电动发电机21、或是使电动发电机21发电、或是为了作为电动机进行驱动要流过多少电流等。
图3是包含主电池41、副电池42、继电器43a、43b、以及发动机控制模块51的详细的电路结构图。发动机控制模块51检测主电池41的电压以及副电池42的电压。发动机控制模块51还读取通过电流传感器71检测的主电池41的充放电电流以及通过电流传感器72检测的副电池42的充放电电流。然后，根据读取出的主电池41的充放电电流计算主电池41的SOC(StateOfCharge，充电状态)，根据该SOC，管理主电池41的充放电的收支，同时根据副电池42的充放电电流，计算副电池42的SOC而管理副电池42的充放电的收支。
发动机控制模块51在没有发生继电器43a、43b持续接通的接通固定故障以及持续断开的断开固定故障的正常时，在将继电器43a、43b接通时，交替地将其中一个接通。因此，可以使继电器43a以及43b均等地损耗，与仅设置一个继电器的情况相比，可以延长耐用动作次数。
在一个实施方式的车辆控制装置中，在主电池41以及副电池42之间设置的二个继电器43a、43b的其中一个发生了接通固定故障的情况下，禁止电动发电机21的牵引运转。如果在发生了继电器的接通固定故障的情况下进行电动发电机21的牵引运转，则发生副电池42的电压下降，有发生从副电池42对电负载45的电力供给不足的可能性。但是，通过在发生了继电器的接通固定故障的情况下禁止电动发电机21的牵引运转，可以防止发生从副电池42对电负载45的电力供给不足。
图4是表示发生了继电器43a、43b的接通固定故障或者断开固定故障的情况下的控制内容的流程图。在车辆起动时，发动机控制模块51开始以规定的周期进行步骤S10的处理。
在步骤S10中，判定是否为继电器接通固定诊断定时(timing)。在本实施方式中，在发动机2的初次起动时、空转停止后的发动机再起动时、以及电动发电机21的扭矩辅助时进行继电器接通固定诊断。即，发出使继电器43a、43b都断开的指令，并且在使起动机6或者电动发电机21动作的定时，进行继电器接通固定诊断。
图5是表示继电器接通固定诊断定时的图。在图5中，按照从上到下的顺序，分别示出车速V、发动机2的状态、继电器43a、43b的状态、以及继电器接通固定诊断的状态。
在发动机2的初次起动时，继电器43a、43b都断开，使起动机6动作从而进行发动机2的起动。在空转停止后的发动机再起动时，继电器43a、43b都断开，使电动发电机21动作从而进行发动机2的起动。在电动发电机21进行扭矩辅助时，继电器43a、43b都断开，通过驱动电动发电机21进行扭矩辅助。在任意一种情况下，如果继电器43a、43b都断开，则由于从主电池41对起动机6或者电动发电机21提供电力，所以应该不会产生副电池42的瞬间下降。因此，如果在这些定时产生副电池42的瞬间下降，则可以判断两个继电器43a、43b中的至少一方发生接通固定故障。
如果在步骤S10中判定不是继电器接通固定诊断定时则进至步骤S30，在判定是继电器接通固定诊断定时，则进至步骤S20。
在步骤S20中，进行继电器接通固定诊断。这里，在下述(a)、(b)的条件成立的状态下(c)的条件成立时，判断两个继电器43a、43b中的至少一方发生接通固定故障。
(a)发出将两个继电器43a、43b断开的指令。
(b)电动转向、车辆动态控制不动作。
(c)在副电池42的电压为规定电压(例如11.2V)以下，并且从副电池42流过放电电流的状态下，经过规定时间(例如100msec)
而且，继电器接通固定诊断的方法不限于上述的方法。
在步骤S30中，判定是否为继电器断开固定诊断定时。在本实施方式中，在发出将继电器43a、43b的其中一个接通的指令时进行继电器断开固定诊断。
图6是表示继电器断开固定诊断定时的图。在图6中，按照从上到下的顺序，分别表示车速V、发动机2的状态、继电器43a、43b的状态、以及继电器断开固定诊断的状态。如图6所示，在发动机2的初次起动后的停车时或车辆的加速、减速时、从空转停止开始的再起动后等继电器43a、43b的接通时，进行继电器断开固定诊断。
在发出将继电器43a、43b的其中一个接通的指令时，由于电动发电机21的再生运转，可以对主电池41以及副电池42提供充电电流而进行充电。因此，主电池41以及副电池42的电压差能够控制在规定电压以内。但是，在此时，如果在发出接通指令的继电器中发生断开固定故障，则不能进行副电池42的充电，仅进行副电池42的放电，从而电压持续下降，主电池41以及副电池42的电压差扩大。根据这些情况，诊断继电器断开固定故障。
在步骤S30中判定不是继电器断开固定诊断定时的情况下进至步骤S50，在判定是继电器断开固定诊断定时的情况下，进至步骤S40。
在步骤S40中，进行继电器断开固定诊断。这里，下述(d)的条件成立的状态下(e)或者(f)的条件成立时，判断在继电器43a、43b中，发出了接通指令的继电器中发生断开固定故障。
(d)接通点火开关。
(e)在主电池41以及副电池42的电压差为第1规定电压(例如，1.04V)以上，并且从副电池42流过放电电流的状态下，经过第1规定时间(例如，25.5sec)
(f)在主电池41以及副电池42的电压差为比第1规定电压高的第2规定电压(例如，1.44V)以上，并且从副电池42流过放电电流的状态下，经过比第1规定时间短的第2规定时间(例如，100msec)
上述(e)、(f)的条件可以鉴于在继电器断开固定故障时有发生的可能性的电动转向的辅助力下降、车辆动态控制(电动机)不可动作、电动转向的辅助力停止、CVT的电磁阀的动作停止、车辆动态控制(传动器)不可动作等而设定。但是，继电器断开固定诊断的方法不限于上述的方法。
在步骤S50中，判定是否发生继电器接通固定故障。在步骤S20中进行继电器接通固定诊断，并且诊断出发生着继电器接通固定故障的情况下，进至步骤S60。另一方面，在未进行步骤S20的继电器接通固定诊断的情况下，或者，虽然进行了继电器接通固定诊断，但在诊断出未发生继电器接通固定故障的情况下，进至步骤S80。
在步骤S60中，禁止电动发电机21的牵引运转。更具体地说，禁止电动发电机21的扭矩辅助、空转停止、在车辆的行驶中使发动机2自动停止的滑行停止(coaststop)等的控制。禁止空转停止、滑行停止是因为，从空转停止的返回时或从滑行停止的返回时，使用电动发电机21来进行发动机2的再起动。
在步骤S70中，通过在组合仪表66上发出警告显示，对驾驶员通知发生了故障。而且，为了通知发生了故障，也可以在组合仪表以外的位置发出警告显示，也可以从未图示的扬声器发出警告音。
在步骤S80中，判定是否发生了继电器断开固定故障。在步骤S40中进行继电器断开固定诊断，并且诊断出发生了继电器断开固定故障的情况下，进至步骤S90。另一方面，在未进行步骤S40的继电器断开固定诊断的情况，或者，虽然进行了继电器断开固定诊断，但在诊断出没有发生继电器断开固定故障的情况下，结束流程图的处理。
在步骤S90中，对继电器43a、43b中另一方的继电器，即，对未被发出接通指令的继电器也发出接通指令，对继电器43a、43b两方发出接通指令。因此，继电器43a、43b中另一方的继电器接通，可以连接电动发电机21和副电池42之间，所以可以通过电动发电机21的再生运转对副电池42充电，可以防止副电池42的电压持续下降而不能对电负载45提供电力的情况。
在步骤S100中，禁止电动发电机21的牵引运转。更具体地说，禁止电动发电机21的扭矩辅助、空转停止、在车辆的行驶中使发动机2自动停止的滑行停止等的控制。
在步骤S110中，通过在组合仪表66上发出警告显示，对驾驶员通知发生了故障。而且，为了通知发生了故障，也可以在组合仪表以外的位置发出警告显示，也可以从未图示的扬声器发出警告音。
以上，一实施的方式中的车辆控制装置包括：与发动机的输出轴机械性耦合的电动发电机21；与电动发电机21电耦合的主电池41；与车辆的电负载电耦合的副电池42；以及通过自身的接通/断开来切换是否将主电池41以及副电池42进行电耦合的继电器43a、43b。在该车辆控制装置中，在电动发电机21的牵引运转中，将继电器43a、43b断开来切断主电池41以及副电池42的电耦合，在电动发电机21的再生运转中，将继电器43a或者43b接通来将主电池41以及副电池42进行电耦合。并且，在检测到继电器43a或者43b的接通固定故障的情况下，禁止电动发电机21的牵引运转。因此，通过防止副电池42的电压下降，可以防止发生从副电池42对电负载45的电力供给不足。
而且，在检测到并联连接的继电器43a、43b的断开固定故障的情况下，将未检测到断开固定故障一方的继电器接通，禁止电动发电机21的牵引运转。因此，由于可以连接电动发电机21和副电池42之间，对于可以通过电动发电机21的再生运转对副电池42充电，可以防止副电池42的电压持续下降而不能对电负载45提供电力。
特别是，按照一实施的方式中的车辆控制装置，在发出了将继电器43a或者43b接通的指令的状态下，根据主电池41以及副电池42的电压差检测断开固定故障。因为在发出了接通指令的继电器中发生了断开固定故障时，不能进行副电池42的充电而仅进行副电池42的放电，从而电压持续下降，主电池41以及副电池42的电压差扩大，所以能够可靠地检测断开固定故障。
而且，在发出将继电器43a以及43b断开的指令的状态下，根据副电池42的状态检测接通固定故障。如果在发出将继电器43a以及43b断开的指令的状态下，例如进行起动机6或者电动发电机21的驱动时，继电器43a、43b都断开，则从主电池41对起动机6或者电动发电机21提供电力，所以应该不会产生副电池42的瞬间下降。但是，如果发生接通固定故障，则产生副电池42的瞬间下降，所以能够可靠地检测接通固定故障。
本发明不限于上述的一实施的方式(第1实施方式)，在不脱离本发明的要旨的范围内能够有各种变形和应用。
在发生了继电器断开固定时(在肯定了图4的步骤S80的判定时)，在图4的步骤S90中，对继电器43a、43b中另一方的继电器也发出接通指令，成为了对继电器43a、43b的两方都发出接通指令，但是不限于此。例如，也可以在继电器43a、43b中，对另一方的继电器发出接通指令，并且对一方的继电器发出断开指令(第2实施方式)。
而且，在上述的实施的方式中，在肯定了图4的步骤S80的判定时，在步骤S90中以继电器43a、43b中的另一方的继电器正常为前提发出接通指令，但是不限于此。也可以在肯定了图4的步骤S80的判定时，判定另一方的继电器是否正常，在判定为正常的情况下，对另一方的继电器发出接通指令(第3的实施方式)。
而且，继电器43a、43b可以是电动式继电器(半导体开关)和机械式继电器(电磁铁驱动机械式接点)的任意一种。由于在半导体开关中可以具有自我诊断功能，所以在实施上述第3实施方式的情况下，作为继电器，可以使用附加了自我诊断功能的半导体开关来实现。
本申请要求基于2012年7月27日向日本专利局提出申请的特愿2012－167009号的优先权，该申请的全部内容通过参照引入到本说明书中。

Claims (5)

1.一种车辆控制装置，包括：
电动发电机，与发动机的输出轴机械性耦合；
第1电池，与所述电动发电机电耦合；
第2电池，与车辆的电负载电耦合；
继电器，可以通过自身的接通/断开切换是否将所述第1电池和所述第2电池进行电耦合；
电动发电机控制单元，根据车辆的运转状态使所述电动发电机进行牵引运转或者再生运转；
继电器控制单元，在所述电动发电机的牵引运转中将所述继电器断开，从而切断所述第1电池以及所述第2电池的电耦合，在所述电动发电机的再生运转中将所述继电器接通从而将所述第1电池以及所述第2电池进行电耦合；
接通固定故障检测单元，检测所述继电器固定在接通状态的接通固定故障，
所述电动发电机控制单元在检测到所述继电器的接通固定故障的情况下，禁止所述电动发电机的牵引运转。
2.如权利要求1所述的车辆控制装置，
在所述继电器包括并联连接的第1继电器和第2继电器，
所述车辆控制装置还包括：断开固定故障检测单元，检测所述第1继电器或者所述第2继电器固定在断开状态下的断开固定故障，
所述继电器控制单元在检测到所述第1继电器或者所述第2继电器的断开固定故障的情况下，在所述第1继电器以及所述第2继电器中，将未检测到断开固定故障一方的继电器接通，
所述电动发电机控制单元在检测到所述继电器的断开固定故障的情况下，禁止所述电动发电机的牵引运转。
3.如权利要求2所述的车辆控制装置，
在通过所述继电器控制单元输出将所述第1继电器或者所述第2继电器接通的指令的状态下，所述断开固定故障检测单元根据所述第1电池以及所述第2电池的电压差检测所述断开固定故障。
4.如权利要求2或3所述的车辆控制装置，
在通过所述继电器控制单元输出将所述第1继电器以及所述第2继电器断开的指令的状态下，所述接通固定故障检测单元根据所述第2电池的状态检测所述接通固定故障。
5.一种车辆控制方法，所述车辆包括：
电动发电机，与发动机的输出轴机械性耦合；
第1电池，与所述电动发电机电耦合；
第2电池，与车辆的电负载电耦合；以及
继电器，可以通过自身的接通/断开来切换是否将所述第1电池以及所述第2电池进行电耦合，
所述车辆控制方法包括：
在所述电动发电机的牵引运转中，将所述继电器断开从而切断所述第1电池以及所述第2电池的电耦合，在所述电动发电机的再生运转中，将所述继电器接通从而将所述第1电池以及所述第2电池进行电耦合的步骤；
检测所述继电器固定在接通状态的接通固定故障的步骤；以及
在检测到所述继电器的接通固定故障的情况下，禁止所述电动发电机的牵引运转的步骤。
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