JP2000152413A - Controller for hybrid vehicle - Google Patents

Controller for hybrid vehicle

Info

Publication number
JP2000152413A
JP2000152413A JP10315004A JP31500498A JP2000152413A JP 2000152413 A JP2000152413 A JP 2000152413A JP 10315004 A JP10315004 A JP 10315004A JP 31500498 A JP31500498 A JP 31500498A JP 2000152413 A JP2000152413 A JP 2000152413A
Authority
JP
Japan
Prior art keywords
motor
control
ecu
controller
abnormality
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
JP10315004A
Other languages
Japanese (ja)
Inventor
Tomoaki Nitta
Hisashi Tanaka
智昭 新田
寿 田中
Original Assignee
Fuji Heavy Ind Ltd
富士重工業株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Fuji Heavy Ind Ltd, 富士重工業株式会社 filed Critical Fuji Heavy Ind Ltd
Priority to JP10315004A priority Critical patent/JP2000152413A/en
Publication of JP2000152413A publication Critical patent/JP2000152413A/en
Pending legal-status Critical Current

Links

Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT 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
    • B60K6/00Arrangement 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
    • B60K6/20Arrangement 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
    • B60K6/50Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54Transmission for changing ratio
    • B60K6/543Transmission for changing ratio the transmission being a continuously variable transmission
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION 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
    • B60L3/00Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0061Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electrical machines
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION 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
    • B60L3/00Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0069Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to the isolation, e.g. ground fault or leak current
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION 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
    • B60L3/00Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0084Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to control modules
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION 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
    • B60L3/00Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0092Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption with use of redundant elements for safety purposes
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION 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
    • B60L3/00Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/04Cutting off the power supply under fault conditions
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION 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
    • B60L50/00Electric propulsion with power supplied within the vehicle
    • B60L50/10Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION 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
    • B60L50/00Electric propulsion with power supplied within the vehicle
    • B60L50/50Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/62Hybrid vehicles
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/64Electric machine technologies in electromobility
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/70Energy storage systems for electromobility, e.g. batteries
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

Abstract

PROBLEM TO BE SOLVED: To limit output to a driving wheel and safely and surely run to an aimed place, even when abnormality occurs at a driving system or a control system and normal transmission of motive power to a driving wheel cannot be carried out. SOLUTION: When abnormality occurs, in at least an engine system and at the same time abnormality occurs in a motor (A) controller system, the engine is stopped by an injector power-supply stopping signal (S152), and each control power for first and second motor is turned off to stop the first and second motors (S153, and S154) and stop the vehicle. Further, a contactor is turned off by a contactor control signal to cut off the motor (A) controller and the motor (B) controller from as battery (step 155). An abnormal-time control signal for the motor A controller and the motor B controller is made as a normal-time control signal, and the normal-time control is put in a state of implementation (S156, and S157). Then, a control signal for turning off a lock-up clutch and a gear ratio command for making a CVT (belt-type continuously variable transmission) in a given transmission ratio are fed to an T/ M-ECU (step S159), so that safety is ensured.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a hybrid vehicle using an engine and two motors in combination.
More specifically, the present invention relates to a control device for a hybrid vehicle that safely stops a vehicle when an abnormality occurs in a drive system or a control system and the vehicle cannot travel.

[0002]

2. Description of the Related Art In recent years, hybrid vehicles that use both an engine and a motor have been developed for vehicles such as automobiles from the viewpoint of low pollution and resource saving. 2. Description of the Related Art A technology for improving the efficiency of power energy recovery and ensuring traveling performance by mounting two motors is often employed.

For example, Japanese Patent Application Laid-Open No. 9-46821 discloses that the power of an engine is distributed to a generator and a motor (drive motor) by using a power distribution mechanism using a differential distribution mechanism such as a differential gear. A hybrid vehicle that runs by driving a motor while generating power with a part of the power is disclosed. Japanese Patent Application Laid-Open No. 9-100853 discloses that a motive power of an engine is generated by a planetary gear and a generator (motor). And a hybrid vehicle that distributes the vehicle to the public.

However, in each of the above-mentioned prior arts, most of the driving force at low speed depends on the driving motor, so that not only a large-capacity large-sized motor is required for driving but also a driving wheel is required. Since the amplification function for the torque depends on the electric power, a generator with a power generation capacity that can maintain a constant running performance even when the battery capacity is not sufficient is required, which causes a cost increase. Becomes

[0005] Further, in a vehicle, the output shaft rotation speed is changed so as to exceed the rotation control range of the motor (generator). Therefore, merely distributing the engine output to the generator and the driving motor causes a problem from the driving wheels. It is not always possible to sufficiently optimize the control of the engine and the motor for the required driving force.

[0006] For this reason, the present applicant has previously filed Japanese Patent Application No.
No. -4080, a first motor connected between an output shaft of an engine and a sun gear of a single pinion type planetary gear, a second motor connected to a ring gear of the planetary gear, a sun gear of the planetary gear, a carrier and a ring gear. A coupling mechanism, such as a lock-up clutch, which can freely connect any two of them, and a speed change between the planetary gears and the drive wheels according to a speed ratio that is connected to the carrier of the planetary gear and can be switched in a plurality of steps or steplessly. And a hybrid vehicle equipped with a power conversion mechanism such as a continuously variable transmission that performs torque amplification. In this hybrid vehicle, two relatively low-output motors are used to secure driving force and recover power energy. In addition to achieving efficiency improvement, the engine and motor It is possible to realize the control of optimization.

[0007]

However, in the hybrid vehicle proposed earlier by the present applicant, the drive system or the control system is controlled in order to optimally control the engine and the two motors with respect to the required driving force from the drive wheels. If something goes wrong,
Even if one of the engine and the two motors remains normal, it may be difficult to transmit power to the drive wheels,
It not only wastes energy but also causes failure of other normal parts.

The present invention has been made in view of the above circumstances, and when an abnormality occurs in a drive system or a control system of a hybrid vehicle and it is difficult to transmit normal power to the drive wheels, the vehicle is stopped and safety is achieved. It is an object of the present invention to provide a control device for a hybrid vehicle that can ensure the above.

[0009]

In order to achieve the above object, an invention according to claim 1 is a first motor connected between an output shaft of an engine and a sun gear of a single pinion type planetary gear, and a first motor connected to the planetary gear. A second motor coupled to the ring gear, a coupling mechanism capable of coupling any two of the planetary gear sun gear and the carrier and the ring gear, and a speed change coupled to the planetary gear carrier and capable of switching a plurality of stages or steplessly A hybrid vehicle control device provided with a power conversion mechanism for performing speed change and torque amplification between the planetary gears and drive wheels in accordance with the ratio, as shown in the basic configuration diagram of FIG. Abnormality diagnosis means for diagnosing whether an abnormality has occurred in the system or the control system; It occurs, and when the abnormality in the system of the first motor causes, characterized by comprising the abnormality stop means for stopping the said engine and said first motor and said second motor.

According to a second aspect of the present invention, in the first aspect of the present invention, the abnormal stop means includes a control system for controlling the first motor and a control system for controlling the second motor. And a command to execute the normal control can be given after disconnection from the power conversion mechanism, and further, the coupling of the coupling mechanism is released to fix the speed ratio of the power conversion mechanism to a neutral value.

According to a third aspect of the present invention, in the first aspect of the present invention, when at least an abnormality occurs in the system of the engine and an abnormality occurs in the system of the first motor, a warning is issued to warn of the abnormality. It is characterized by further comprising means.

That is, according to the first aspect of the present invention, it is diagnosed whether an abnormality has occurred in the drive system or the control system of the hybrid vehicle. As a result, at least an abnormality has occurred in the engine system, and When an abnormality occurs in the motor system, the engine, the first motor, and the second motor are stopped because the vehicle cannot travel.

In this case, as described in claim 2, the first
The control system for controlling the second motor and the control system for controlling the second motor are disconnected from the power supply, and a command for enabling the normal control is given. By fixing the gear ratio to a neutral value, it is desirable to avoid an unexpected situation from occurring when the vehicle returns to the normal state. In addition, as described in claim 3, when an abnormality occurs, the abnormality is determined. It is desirable to alert the driver by giving a warning.

[0014]

Embodiments of the present invention will be described below with reference to the drawings. 2 to 23 relate to an embodiment of the present invention, and FIGS. 2 to 4 are flowcharts showing a fail-safe processing main routine by the HEV_ECU.
FIG. 5 is a flowchart of a stop control (1) subroutine,
6 is a flowchart of an abnormal control (1) subroutine, FIG. 7 is a flowchart of an abnormal control (2) subroutine, FIG. 8 is a flowchart of a motor A control instruction routine, FIG. 9 is a flowchart of a T / M control instruction routine,
FIG. 10 is a flowchart of the abnormal control (3) subroutine, FIG. 11 is a flowchart of the abnormal control (5) subroutine, FIG. 12 is a flowchart of the abnormal control (6) subroutine, and FIGS. 13 and 14 are E / G control commands. 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, and FIG. M
19 is a flowchart showing a fail-safe processing main routine by the _ECU, FIG. 19 is a flowchart of a stop control (2) subroutine, FIG. 20 is a flowchart of an abnormal control (4) subroutine, and FIG. 21 is an explanatory diagram showing a configuration of a drive control system. 22 is an explanatory diagram showing the flow of control signals centering on the HEV_ECU, and FIG. 23 is a conceptual diagram of the fail-safe system.

The hybrid vehicle according to the present invention is a vehicle that uses both an engine and a motor. As shown in FIG. 21, an engine 1 and a motor A (first motor ) And Engine 1
A planetary gear unit 3 connected to the output shaft 1a of the motor B via a motor A, and a motor B (second motor) that controls the functions of the planetary gear unit 3 and serves as a driving force source for starting and reversing and recovers deceleration energy. Motor)
And a power conversion mechanism 4 having a basic configuration and a power conversion mechanism 4 that performs a power conversion function during traveling by performing gear shifting and torque amplification.

In detail, the planetary gear unit 3
This is a single pinion type planetary gear having a sun gear 3a, a carrier 3b rotatably supporting a pinion meshing with the sun gear 3a, and a ring gear 3c meshing with the pinion. 3a and carrier 3b
Are formed freely by a lock-up clutch 2 as a connecting mechanism.

As the power conversion mechanism 4, a transmission combining a gear train, a transmission using a fluid torque converter, and the like can be used. The primary pulley 4b supported by the input shaft 4a and the transmission It is desirable to employ a belt-type continuously variable transmission (CVT) in which a drive belt 4e is wound around a secondary pulley 4d supported by the output shaft 4c. In the present embodiment, a power conversion mechanism will be described below. 4 will be described as CVT4.

That is, in the drive system of the hybrid vehicle according to the present embodiment, the planetary gear unit 3 having the lock-up clutch 2 interposed between the sun gear 3a and the carrier 3b includes the output shaft 1a of the engine 1 and the input shaft 4a of the CVT 4.
And 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, and the carrier 3b is connected to the CVT 4
, And the other motor B is connected to the ring gear 3c. And the output shaft 4c of the CVT 4
A differential mechanism 6 is continuously provided through a reduction gear train 5, and a front or rear drive wheel 8 is continuously provided to the differential mechanism 6 via a drive shaft 7.

In this case, as described above, the engine 1 and the motor A are connected to the sun gear 3a of the planetary gear unit 3 and the motor B is connected to the ring gear 3c to obtain an output from the carrier 3b. Since the output is shifted and torque amplified by the CVT 4 and transmitted to the driving wheels 8, the two motors A and B can be used for both power generation and driving force supply, and a relatively small output motor Can be used.

The sun gear 3a of the planetary gear unit 3 is operated by the lock-up clutch 2 in accordance with the running conditions.
And the carrier 3b, it is possible to form a drive shaft directly connected to the engine from the engine 1 to the CVT 4 in which the two motors A and B are disposed between the two motors A and B.
The driving force can be transmitted to the VT 4 or the braking force from the driving wheel 8 can be used.

In this embodiment, the traveling pattern of the hybrid vehicle including the engine 1 and the two motors A and B can be roughly classified into the following three basic patterns when viewed from the transmission input shaft (4a). .

(1) Series / Parallel Type Running When the required driving force is small, the lock-up 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, is combined with the driving force of the motor B of the ring gear 3c, and is output from the carrier 3b.

(2) Parallel traveling When the required driving force is large, the lock-up 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 engine 1 is transmitted from the ring gear 3c to the motor B The driving force is added and output from the carrier 3b, and the vehicle travels using the torque of both the engine 1 and the motor B.

(3) Regeneration of braking force At the time of deceleration, the braking force is regenerated by the motor B in cooperation with the ABS. That is, when the ABS is not operated, a predetermined torque command is given to the motor B to apply the regenerative braking.
At the time of operation, a torque 0 command is given to the motor B controller 22 to release the regenerative braking by the motor B, thereby preventing deterioration in controllability.

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 engaged and disengaged and the flow of electricity due to power generation are described in Japanese Patent Application No. Flat 10-4080
Issue.

Next, a control system (hybrid control system) for controlling the traveling of the hybrid vehicle will be described.
The hybrid control system according to the present embodiment has a configuration in which seven electronic control units (ECUs) are connected by a multiplex communication system, and each ECU includes a microcomputer and a functional circuit controlled by the microcomputer.

As a multiplex communication system for connecting each ECU,
It is desirable to employ a communication network capable of supporting high-speed communication.
CAN (Controller), one of the standard protocols of SO
Area Network) can be adopted.

More specifically, a hybrid ECU (HEV_ECU) 20 for controlling the whole system is mainly used, and a motor A controller 21 for driving and controlling the motor A, a motor B controller 22 for driving and controlling the motor B, and the engine 1 are controlled. Engine ECU (E / G_ECU) 2
3, a transmission ECU (T / M_ECU) 24 for controlling the lock-up clutch 2 and the CVT 4, and a battery management unit (BAT_MU) 25 for managing the power of the battery 10 include a first multiplex communication line 3.
A brake ECU (BRK_ECU) 26 that is connected to the HEV_ECU 20 at 0 and performs brake control is connected to the HEV_ECU 20 via a second multiplex communication line 31.

The HEV_ECU 20 controls the entire hybrid control system, and includes sensors and switches for detecting the driving operation status of the driver, for example, an accelerator pedal sensor (APS) 11 for detecting the amount of depression of an accelerator pedal (not shown). A brake switch 12 which is turned on by depressing a brake pedal (not shown);
An inhibitor switch 14 and the like, which are turned on when the operation position of the select mechanism 13 of the transmission is in the P range or the N range and turned off when the transmission is set in the D range, the R range, or the like, are connected.

The HEV_ECU 20 calculates the required vehicle drive torque based on the signals from the sensors and switches and the data transmitted from each ECU to determine the torque distribution of the drive system, as shown in FIG. Then, a control command is transmitted to each ECU by multiplex communication.

The HEV_ECU 20 is provided with various meters for displaying the operating state of the vehicle, such as the vehicle speed, the engine speed, the state of charge of the battery, etc., and a warning lamp as a warning means for warning the driver when an abnormality occurs. The display 27 is connected. This display 27 has a T /
The M_ECU 24 is also connected to the HEV as described later.
_ECU 20 when an abnormality occurs, T / M_ECU2
4 indicates an abnormality.

On the other hand, the motor A controller 21 has an inverter for driving the motor A,
Basically, the constant rotation speed control of the motor A is performed by a servo ON / OFF command and a rotation speed command transmitted from the HEV_ECU 20 by multiplex communication. Further, the motor A controller 21 feeds back the torque, rotation speed, current value, and the like of the motor A to the HEV_ECU 20, and transmits data such as a torque limit request and a voltage value.

The motor B controller 22 includes an inverter for driving the motor B. Basically, a servo ON / OFF (including normal rotation and reverse rotation) command and torque transmitted from the HEV_ECU 20 by multiplex communication are provided. A constant torque control of the motor B is performed by a command (power running, regeneration including torque 0 during ABS operation). Motor B
From the controller 22, the HEV_ECU 20
The torque, rotation speed, current value and the like of the motor B are fed back and transmitted, and data such as a voltage value is transmitted.

The E / G_ECU 23 basically controls the torque of the engine 1, and the HEV_ECU 20
And positive / negative torque commands, fuel cut commands, air-conditioner ON / OFF permission commands, and other control commands transmitted by multiplex communication, actual torque feedback data, vehicle speed, and shift select position (P, N) by the inhibitor switch 14.
Range, etc.), accelerator full-open data and accelerator full-close data by APS11 signal, brake switch 12 O
N, OFF state, ABS operation state, etc., based on fuel injection amount from an injector not shown, throttle opening degree by ETC (electric throttle valve), A / C (air conditioner)
And power correction learning of auxiliary equipment, such as fuel cut.

In the E / G_ECU 23, HEV_
The ECU 20 issues a control torque value of the engine 1, a fuel cut, a full-open increase correction to the fuel injection amount,
The HEV_ECU sends the ON / OFF state of the air conditioner, data on the throttle valve fully closed by an idle switch (not shown), and the like.
20 and send it back to the engine 1
Is transmitted.

The T / M_ECU 24 is provided by the HEV_ECU 2
Control commands such as a target primary rotational speed, a CVT input torque instruction, a lock-up request, and the like, transmitted from 0, and an E / G rotational speed, an accelerator opening, a shift select position by the inhibitor switch 14, a brake switch 12 ON / OFF state, air conditioner switching permission, ABS
Based on the operating state, information such as data on the throttle valve fully closed of the engine 1 by the idle switch, the engagement / release of the lock-up clutch 2 is controlled and the speed ratio of the CVT 4 is controlled.

Also, the T / M_ECU 24 sends the HEV
_ECU 20 for feeding back and transmitting data such as the vehicle speed, the input limiting torque, the primary rotation speed, the secondary rotation speed, the lockup completion, and the shift state corresponding to the inhibitor switch 14, and increasing the oil amount of the CVT 4. An E / G rotation speed increase request, a low temperature start request, and the like are transmitted.

The BAT_MU 25 is a so-called power management unit, which performs various controls for managing the battery 10, that is, performs charge / discharge control of the battery 10, fan control, external charge control, and the like.
Data such as voltage and current limit values and data indicating that external charging is being performed are transmitted to the HEV_ECU 20 by multiplex communication. When performing external charging, the contactor 9 is switched to disconnect the battery 10 from the motor A controller 21 and the motor B controller 22.

The BRK_ECU 26 is provided by the HEV_ECU 2
A necessary braking force is calculated based on information such as a regenerable amount and regenerative torque feedback transmitted by multiplex communication from 0, and a hydraulic pressure of a brake system is controlled.
A regenerative amount command (torque command), a vehicle speed, a hydraulic pressure, an ABS operation state, and the like are fed back to the HEV_ECU 20 and transmitted.

In the above hybrid control system, in order to cope 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 occurrence of the abnormality, the abnormality monitoring system and the abnormality monitoring system which are separate from the multiplex communication system are used. And a fail-safe system centered on the HEV_ECU 20 realizes the functions of the abnormality diagnosis means and the abnormality stop means according to the present invention. Then, when an abnormality occurs, the vehicle is stopped safely when traveling is impossible, and when traveling is possible, the output of the drive system is limited by using a multiplex communication system and a signal system that is different from the multiplex communication system. Ensure the minimum required traveling performance.

Abnormality monitoring via 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 which controls the system. The self-diagnosis function of each ECU includes diagnosis of disconnection and short-circuit occurrence by monitoring the output value of the sensor in addition to diagnosis of the ECU itself by the watchdog timer.
Checking of the consistency between the control data and the sensor output value, diagnosis of disconnection or short circuit occurrence of the actuator system based on the voltage applied to the actuator or the output current value, and the like are performed.

For example, the motor A controllers 21 and 22
In the self-diagnosis of the motors A and B and the sensor system based on the detection values of the drive currents of the motors A and B, in addition to the detection of the motor A control system and the motor B control system itself by the watchdog timer provided for each of them, Can be detected.

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. APS received from HEV_ECU 20
It is possible to detect an abnormality in the sensor system and the actuator system by matching the engine control value based on the accelerator opening data of No. 11 with the actual throttle opening and the actual engine speed.

In the self-diagnosis of the T / M_ECU 24, in addition to the abnormality detection of the transmission control system itself by its own watchdog timer, for example, the primary pulley 4
The speed change is performed based on the consistency between the actual speed ratio calculated based on the output value of the sensor for detecting the rotation speed of the secondary pulley 4d and the output value of the sensor for detecting the rotation speed of the secondary pulley 4b, and the speed ratio control value for the CVT 4. It is possible to detect an abnormality of a ratio control valve or the like, an abnormality of a sensor for detecting the number of revolutions, or the like.

In the self-diagnosis of the BAT_MU 25,
In addition to detecting an abnormality in the battery management system itself using its own watchdog timer, for example, based on an output value from a sensor that detects a voltage of the battery 10 or an output value from a sensor that detects an output current from the battery 10, It is possible to detect the abnormality of the contactor 9 and the abnormality of the contactor 9.

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, the output value of the sensor for detecting the hydraulic pressure of the brake system and the output value of the sensor for detecting the wheel speed Based on the above, it is possible to detect abnormalities of the hydraulic control valve and other brake actuators.

In the HEV_ECU 20, when an abnormality is detected by self-diagnosis in each ECU and an abnormality is notified by multiplex communication, or when periodic communication from a predetermined ECU is not executed, or when each ECU performs multiplex communication, When the control command transmitted to the ECU and the control data fed back from each ECU do not match, for example, the ECU is regarded as abnormal and the other ECUs are notified of the occurrence of the abnormality, and stop control or abnormal time control described later is performed. The operation of each ECU is regulated, and the occurrence of an abnormality is displayed on the display 27 to notify the driver of the occurrence of the failure.

For example, when CAN is used as a multiplex communication system, a data frame for each ECU to notify a control abnormality is provided separately from a data frame transmitted at regular time intervals for each ECU to issue a control command or feedback. Multiplexing by transmitting a data field having an error flag indicating the occurrence of an error and an error number indicating the content of the error, following the identifier for identifying the content of the message, corresponding to the priority of the message. Performs abnormal notification via the communication system.

The data frame for notifying the occurrence of an abnormality is transmitted from each ECU at the time of occurrence of an abnormality, that is, transmitted at a random cycle, as well as by self-diagnosis of each ECU from the HEV_ECU 20 at the time of system start-up and periodic system diagnosis. Sent from each ECU in response to a remote frame requesting results.

On the other hand, abnormality monitoring using a signal system of a different system from the multiplex communication system mainly targets sensors for detecting a parameter for determining a control amount and sensors for detecting a control output to an actuator. Do as.

In the present embodiment, as shown in FIG.
ETC that detects the opening of the electric throttle valve of the engine 1
The signal from the throttle sensor 15 is input to both the E / G_ECU 23 and the HEV_ECU 20 and the E / G_ECU 2
3 and the control data and ETC in both HEV_ECU 20
Check the consistency with the output value of the throttle sensor 15 and monitor the abnormality.

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 by self-diagnosis, and operates the throttle valve in the opposite direction despite the depression of the accelerator pedal. And other abnormalities are detected. Further, the HEV_ECU 20 checks whether or not the output value of the ETC throttle sensor 15 matches the throttle valve fully closed data by the idle switch received from the E / G_ECU 23 via the multiplex communication system.
11 is detected, and furthermore, an operation abnormality of the electric throttle valve and the like are detected.

The signal from the current sensor 16 provided on the power line 32 from the contactor 9 to the motor A controller 21 is transmitted to the motor A controller 21 and the HEV_ECU 2
0, and the motor A controller 21 performs a self-diagnosis based on the output value of the current sensor 16 and
The _ECU 20 checks the consistency between the current value of the motor A, which is fed back from the motor A controller 21 via multiplex communication, and the output value of the current sensor 16, and monitors an abnormality.

Similarly, the current sensor 17 provided on the power line 32 from the contactor 9 to the motor B controller 22
Signal from the motor B controller 22 and the HEV_ECU
20, the motor B controller 22 performs a self-diagnosis based on the output value of the current sensor 17,
The V_ECU 20 checks the consistency between the current value of the motor B, which is fed back from the motor B controller 22 via multiplex communication, and the output value of the current sensor 17, and monitors an abnormality.

Further, HEV_EC which controls the system
To deal with the case where an abnormality occurs in U20, T / M_
The ECU 24 monitors the abnormality of the HEV_ECU 20 and reports the result of the abnormality monitoring by the HEV_ECU 20 to T.
/ M_ECU 24 stores and holds the data. If an abnormality is detected by the self-diagnosis in the HEV_ECU 20, the HEV_ECU 2
An error notification is sent from 0 to the T / M_ECU 24,
As shown in FIG. 23, the T / M_
An abnormality signal is output to the ECU 24.

T / M_ECU 24 is provided by HEV_ECU 2
0 when an abnormality notification is received by multiplex communication or when an abnormality signal is received from the HEV_ECU 20 in a system different from the multiplex communication system.
A stop control or an abnormal control described later is performed in place of 20, and an error is displayed on the display 27 to warn the driver.

Next, a description will be given of a protection function for limiting output when an abnormality occurs in a system different from the multiplex communication system. This protection function is basically provided by the HEV_ECU 20 and the T / M_E
CU 24 and two signal systems, and in the present embodiment, the motor A controller 21
The motor B controller 22, the signal system for controlling the E / G_ECU 23, the power system for driving the motors A and B, the signal system for turning on / off the power source for driving the injectors, and the opening and closing of the contactor 9 are performed. Signal system for

Signals for controlling the motor A controller 21, the motor B controller 22, and the E / G_ECU 23 include an abnormal control signal output from the HEV_ECU 20 and an abnormal control signal output from the T / M_ECU 24. As shown in FIG. 23, 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 provided by the logic circuit 21a.

The motor B controller 22 has H
An abnormal-time control signal is given by a logic circuit 22a that outputs a logical sum of a signal obtained by inverting the abnormal-time control signal output from the EV_ECU 20 and a signal obtained by inverting the abnormal-time control signal output from the T / M_ECU 24. G_
The abnormality control signal output from the HEV_ECU 20 is inverted and input to the ECU 23 by the logic circuit 23a.

In this embodiment, the abnormal-time control signal output from the HEV_ECU 20 and the abnormal-time 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.

Therefore, in the motor A controller 21,
Abnormality control signal output from HEV_ECU 20 and T
When at least one of the abnormal-time control signals output from the / M_ECU 24 is at a low level (when an abnormality occurs), the abnormal-time control signal input to the motor A controller 21 via the logic circuit 21a is at a high level, and multiplex communication is performed. Irrespective of the control data according to the above, the process shifts to the constant speed control in which the predetermined speed is the target value.

In the motor B controller 22, H
The abnormal-time control signal output from the EV_ECU 20 and T /
When at least one of the abnormality control signals output from the M_ECU 24 goes low (when an abnormality occurs), the abnormality control signal input to the motor B controller 22 via the logic circuit 22a goes high, and the multiplex communication is performed. Regardless of the control data, the process shifts to constant torque control with a predetermined torque as a target value.

In this case, the signal from the inhibitor switch 14 and the signal from the accelerator switch 18 which is turned on and off by depressing and releasing the accelerator pedal are directly input to the motor B controller 22. By operating the motor B at a constant torque in accordance with the shift operation position of the inhibitor switch 14 which is directly input to the B controller 22 itself and the start operation information of the driver by the accelerator switch 18, a limp home for an abnormal occurrence is provided. Enables traveling.

In the E / G_ECU 23, HEV_
When the abnormal-time control signal output from the ECU 20 becomes low level (when an abnormality occurs) and the high-level abnormal-time control signal is input to the E / G_ECU 23, E
Regardless of the / G control data, the process shifts to constant speed control in which the predetermined speed is the target value.

Next, a power supply for driving the motors A and B and a power supply for driving the injector are turned on / off.
The power supply ON signal to the control power supply 21b to the motor A controller 21, the power ON signal to the control power supply 22b to the motor B controller 22, and the injector power supply stop signal to the injector power supply 23b to the E / G_ECU 23 , Each signal is HE
It is output from V_ECU 20 and T / M_ECU 24, respectively.

The control power supply 21b is controlled by a logic circuit 21c independently of a control unit in the motor A controller 21, and the logic circuit 21c controls the HEV_E
Power ON signal input from CU 20 and T / M_ECU
The logical sum with the power ON signal input from 24 is obtained, and the logical product with the signal IG from the ignition switch is output.

Similarly, the control power supply 22b is connected to the logic circuit 22 independently of the control unit in the motor B controller 22.
c, and this logic circuit 22c
Power ON signal input from V_ECU 20 and T / M_
The logical sum with the power ON signal input from the ECU 24 is obtained, and the logical AND with the signal IG from the ignition switch is output.

The injector power supply 23b receives the signal IG from the ignition switch and the HEV_ECU 2
The E / G_ECU 2 is controlled by a logic circuit 23c that outputs a logical product of a signal obtained by inverting the injector power supply stop signal output from 0 and a signal obtained by inverting the injector power supply stop signal output from the T / M_ECU 24.
3 operates independently of the control section.

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 respectively connected to the motor A controller 21,
It may be built in the motor B controller 22 and the E / G_ECU 23.

In the present 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. Also,
Power ON signal for control power supply 21b output from T / M_ECU 24 and power supply O for control power supply 22b
The N signal remains at a low level when the HEV_ECU 20 is in a normal state, and goes to a high level when the HEV_ECU 20 is operated and the motors A and B are operated.

That is, the control power supply 21b and the control power supply 22
b indicates that the signal IG from the ignition switch is at a high level (ignition switch ON) and the HEV
When the power supply ON signal from the _ECU 20 is at a high level (no abnormality), the outputs of the logic circuits 21c and 22c are at a high level, the control power supplies 21b and 22b are turned on, and the motors A and B can be operated.

If the signal IG from the ignition switch is at the high level and the HEV_ECU 20 becomes abnormal and the power ON signal from the HEV_ECU 20 goes to the low level (there is an abnormality), the T / M_EC
The operation and stop of the motors A and B can be controlled by the power ON signal from U24.

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, The outputs of the circuits 21c and 22c become low level, and the control power supplies 21b and 22b are turned off.
F, the motors A and B are stopped, and when the power ON signal from the T / M_ECU 24 is at a high level, the outputs of the logic circuits 21c and 22c are at a high level and the control power supplies 21b and 22b are turned on. Operation of B becomes possible.

The signal I from the ignition switch
When G goes low (ignition switch OFF), the control power supplies 21b and 22b are naturally turned off.

On the other hand, in the present embodiment, the injector power supply stop signal output from the HEV_ECU 20 and the injector power supply stop signal output from the T / M_ECU 24 have a low level when there is no abnormality and a high level when an abnormality occurs.

Therefore, the signal IG from the ignition switch is at a high level (ignition switch ON),
Further, when both the injector power supply stop signal from the HEV_ECU 20 and the injector power supply stop signal from the T / M_ECU 24 are at a low level (no abnormality), the output of the logic circuit 23c becomes a high level and the injector power supply 23b is turned on. .

Further, the signal IG from the ignition switch is low (ignition switch OFF),
Alternatively, when at least one of the injector power supply stop signal from the HEV_ECU 20 and the injector power supply stop signal from the T / M_ECU 24 becomes high level (abnormal), the output of the logic circuit 23c becomes low level and the injector power supply 23b is turned off. Then, the injector is deactivated, the fuel injection stops, and the engine 1 stops.

Next, as signals 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 the contactor control signal and the ignition switch From the logic circuit 25a to which the signal IG from the
Opening and closing control is performed independently of the control unit in the AT_MU25.

The logic circuit 25a includes the HEV_ECU2
Contactor control signal output from T / M_EC
The logical sum of the inverted signal of the contactor control signal output from U24 and the signal IG from the ignition switch is output. Note that the logic circuit 25a may be incorporated in the HEV_ECU 20.

In the present embodiment, the contactor control signal output from the HEV_ECU 20 is at a high level when the contactor 9 is turned on, is at a low level when the contactor 9 is turned off, and is a contactor control signal output from the T / M_ECU 24. Is at a low level when the contactor 9 is turned on, and at a high level when the contactor 9 is turned off.

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 normal, and in this state, the signal IG from the ignition switch is at a high level (ignition ON) and the HEV_ECU 20 Is high, the output of the logic circuit 25a goes high, and the contactor 9
N.

If the signal IG from the ignition switch is at a high level and an abnormality occurs in the HEV_ECU 20, the contactor control signal from the HEV_ECU 20 goes to a low level and the T / M_ECU 24
The opening / closing control of the contactor 9 can be performed by the control signal from. 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, the contactor 9 is turned off, and the contactor control signal from the T / M_ECU 24 Is at a low level and the contactor 9 is turned on.

Hereinafter, the HEV_ECU 20 and the T / M_E using the multiplex communication system and a signal system different from the multiplex communication system will be described.
The fail-safe processing by the CU 24 will be described with reference to the flowcharts in FIGS.

The processing described below is based on HEV_EC
U20 and its peripheral system system (HEV_ECU system),
The motor A controller 21 and its peripheral system (motor A controller system) as the first motor system, the motor B controller 22 and its peripheral system (motor B controller system) as the second motor system, and the engine system E / G_ECU 23 and its peripheral system (engine control system), T / M_ECU 24 and its peripheral system (transmission control system) as a system of a coupling mechanism and a power conversion mechanism, and BAT_MU 25 as a power supply system
And its peripheral systems (battery management)
BRK_ECU 26
If an abnormality occurs in the peripheral system, a warning is issued to the driver and regenerative braking is prohibited.

FIGS. 2 to 4 show a main routine of the fail-safe process executed at predetermined time intervals in the HEV_ECU 20. First, in step S101, the HEV_ECU 20 is executed.
The self-diagnosis function 20 checks whether an abnormality has occurred in the HEV_ECU system.

When an abnormality is detected in the HEV_ECU system, the process proceeds from step S101 to step S102,
HEV_ECU by multiplex communication to T / M_ECU 24
At the same time as the occurrence of an abnormality in the system, the abnormality signal to the T / M_ECU 24 in a system different from the multiplex communication system is set to low level, and the abnormality in the HEV_ECU system is notified. Note that, in this case, the T / M_ECU 24 performs a process at the time of abnormality instead of the HEV_ECU 20, which will be described later.

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 thereafter, in which the motor A controller system, the motor B controller system, the battery management system, the engine control system, If the vehicle cannot be driven according to the presence or absence of an abnormality in the transmission control system, a subroutine of stop control (1) described below is executed to safely stop the vehicle. Abnormal control (1), (2), (3), (5), (6),
The limp home function is realized by selectively executing the subroutines (7) and (8).

Here, whether or not the vehicle can run can be determined in accordance with the failed part in consideration of the configuration of the drive system centering on the planetary gear unit 3. That is, the lock-up clutch 2 and the CVT 4 are mechanically
When an abnormality occurs in the transmission control system, the clutch is disengaged and the gear ratio is fixed at a constant value. Therefore, if at least one of the engine 1 and the motor A can receive a reaction force, the motor B is driven. The driving force can be transmitted to the driving wheels as an effective driving force. Even if the motor B cannot be used, at least one of the engine 1 and the motor A can be used and the lock-up clutch 2 is directly connected. If it is possible, the driving force of both or one of the engine 1 and the motor A can be effectively transmitted to the driving wheels.

Accordingly, the events indicating the abnormal / normal state of the engine control system, the motor A controller system, the motor B controller system, and the transmission control system are represented by E / G,
MA, MB, T / M, normal when the value of each event is 1,
If it is abnormal when the value 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 combined event is 1, traveling is possible, and when the value is 0, traveling is not possible. (E / G∪MA) × (MB∪T / M)

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 cannot be supplied to the motor A and the motor B. , Motor A controller system, motor B controller system, transmission control system, and battery management system.
When the following NG conditions (a) to (d) are satisfied, traveling is not possible, and otherwise, traveling is possible. (A) At least the engine control system and the motor A controller system are abnormal. (B) At least the engine control system and the battery management system are abnormal. (C) At least the motor B controller system and the transmission control system are abnormal. (D) At least the battery management system and Transmission control system is abnormal

Therefore, after step S103, in the case of an abnormality, stop control is performed by determining that traveling is not possible when any of the above-mentioned NG conditions (a) to (d) is met, and when not applicable, limp home Control at the time of abnormality. Specifically, at step S103, it is checked whether or not the engine control system is abnormal. If an abnormal notification is received from the E / G_ECU 23 by multiplex communication, the E / G_ECU 23 does not transmit regular communication and the engine control system is abnormal. Is determined, or E in a system different from the multiplex communication system
If it is determined from the monitoring data of the TC throttle sensor 15 or the like that the engine control system is abnormal, the process further proceeds to step S104, where abnormal notification and periodic communication from the motor A controller 21 and output data of the current sensor 16 are transmitted. Check to see if the motor A controller system is abnormal.

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 the vehicle cannot run (corresponding to NG condition (a))
Proceeding to S105, a stop control (1) subroutine shown in FIG. 5 is executed to safely stop the vehicle.

On the other hand, if the motor A controller system is normal in step S104, the process proceeds from step S104 to step S104.
Proceeding to S106, the abnormality notification and periodic communication from the motor B controller 22 and the output data of the current sensor 17 are checked to determine whether the motor B controller system is abnormal.

If the motor B controller system is abnormal, the abnormality notification and the periodic communication from the BAT_MU 25 are checked at step S107 to check whether the battery management system is abnormal. If the battery management system is normal, the process proceeds to step S107. In step S108, the abnormality notification and the periodic communication from the T / M_ECU 24 are checked to determine whether or not the transmission control system is abnormal.

As a result, if the battery management system is abnormal in step S107, or if the transmission control system is abnormal in step S108, that is, although the motor A controller system is normal, the engine control system and the motor B controller system are not connected. If both are abnormal and the battery management system or the transmission control system is abnormal, the engine 1
Cannot be used due to the inability to use the motor A or the motor A due to an abnormality in the battery management system (NG condition (b)
Or the motor B cannot be used and the lock-up clutch 2 cannot be engaged, and the vehicle cannot travel (corresponding to the NG condition (c)). Therefore, the process proceeds to step S105 described above, and the stop control (1) shown in FIG. Execute the subroutine to stop the vehicle safely.

If the transmission control system is normal in step S108, that is, although both the engine control system and the motor B controller system are abnormal, the motor A controller system, the battery management system, and the transmission control system are normal. In the case of, it is determined that traveling by only the motor A is possible, and the process proceeds to step S109 to execute the abnormal time control (2) shown in FIG.
By executing the subroutine, limp home control is performed by running only the motor A.

On the other hand, if the motor B controller system is normal in step S106,
Proceed to S110 to check whether the battery management system is abnormal. If the battery management system is abnormal, that is, if 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 It is determined that running is impossible (corresponding to the NG condition (b)) because normal power supply to A and B is impossible, and the process proceeds to step S105 to execute the stop control (1) subroutine shown in FIG. Stop safely.

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, if the motor A controller System, the motor B controller system, the battery management system, and the transmission control system are normal, and when only the engine control system is abnormal, the motors A and B can run. Then, the abnormality-time control (1) subroutine shown in FIG. 6 is executed, the motor A receives a reaction force against the driving force of the motor B, and the limp home control in running by the motor B is performed.

If the transmission control system is abnormal at step S111, that is, the motor A controller system and the motor B
When the controller system and the battery management system are normal, and the engine control system and the transmission control system are abnormal, the vehicle can travel by the motors A and B. Therefore, the process proceeds from step S111 to step S113. The abnormal condition control (3) subroutine shown in FIG. 10 is executed, the lock-up clutch 2 is disengaged, the speed ratio of the CVT 4 is kept constant, and the limp home control for receiving the reaction force by the motor A and running by the motor B is performed. Do.

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. Then, if the motor A controller system is normal, the process proceeds to step S122 and thereafter. If the motor A controller system is abnormal, at steps S115 to S121, the motor B controller system, the battery management system, and the transmission control system are abnormal. The processing is performed according to the presence or absence of.

In steps S115 to S121 when the engine control system is normal and the motor A controller system is abnormal,
In step S115, it is checked whether the motor B controller system is abnormal. If the motor B controller system is normal,
In step S116, it is checked whether the battery management system is abnormal.

If the motor B controller system is abnormal in step S115, or if the battery management system is abnormal in step S116, the process proceeds from step S115 or step S116 to step S117 to determine whether the transmission control system is abnormal. Find out what. 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, the motor B controller system, and the transmission control system are abnormal, or the engine control system is abnormal. Although the motor system and the motor B controller system are normal, the motor A controller system, the battery management system, and the transmission control system are abnormal, so the vehicle cannot run (the NG condition (c) or the NG condition (d) ), The process jumps from step S117 to the above-described step S105, and executes the stop control (1) subroutine shown in FIG. 5 to safely stop the vehicle.

If 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 controller system and the transmission control system are normal, and the motor A controller system and the battery management system are abnormal. In any case, the motors A and B cannot be used. When it is determined that the vehicle can run, 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.

On the other hand, if the battery management system is normal in step S116, the process proceeds from step S116 to step S1.
Proceed to 19 to check whether the transmission control system is abnormal. If the transmission control system is abnormal in step S119, that is, if the engine control system, the motor B controller system, and the battery management system are normal, and if the motor A controller system and the transmission control system are abnormal, , Motor B
It is determined that traveling by the vehicle is possible, and the process proceeds to step S120 and FIG.
The abnormal condition control (7) subroutine shown in FIG. 5 is executed, the lock-up clutch 2 is disengaged, the speed ratio of the CVT 4 is kept constant, and the limp home control for running by the motor B by receiving the reaction force from the engine 1 is performed. .

If the transmission control system is normal in step S119, that is, the engine control system, motor B controller system, battery management system, and transmission control system are normal, and only the motor A controller system is abnormal. In some cases, it is determined that traveling by the motor B is possible, and the abnormal time control (5) subroutine shown in FIG. 11 is executed in step S121, and the limp home control for traveling by the motor B by receiving a reaction force from the engine 1 is performed. Do.

Next, in the processing after step S122 when the engine control system and the motor A controller system are normal,
In step S122, it is checked whether or not the motor B controller system is abnormal.
Proceeding to S126 and thereafter, if the motor B controller system is abnormal, it is checked in step S123 whether the transmission control system is abnormal.

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, traveling is disabled ( NG condition (c)
And jumps to step S105 described above.
The stop control (1) subroutine shown in FIG. 5 is executed to safely stop the vehicle.

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, the battery management system Although the motors A and B cannot be used due to a system abnormality, it is possible to run only with the engine 1, so
The process jumps to S118 and executes the abnormal time control (6) subroutine shown in FIG.

On the other hand, if the battery management system is normal in step S124, that is, if the engine control system
When the motor A controller system, the transmission control system, and the battery management system are normal and only the motor B controller system is abnormal, it is determined that the engine 1 and the motor A can travel by engaging the lock-up clutch 2. Then, the process proceeds from step S124 to step S125, in which an abnormal time control (8) subroutine shown in FIG. 16 is executed to perform limp home control for running using both the engine 1 and the motor A.

Next, in step S122, if the motor B controller system is normal and the process proceeds to step S126 and thereafter, it is checked in step S126 whether or not the battery management system is abnormal. In S127, it is checked whether or not the transmission control system is abnormal.

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. Is
When it is determined that the vehicle cannot travel (corresponding to the NG condition (d)), the process jumps to step S105 described above, and executes the stop control (1) subroutine shown in FIG. 5 to safely stop the vehicle.

If the transmission control system is normal in step S127, that is, if the engine control system, motor A controller system, motor B controller system, transmission control system are normal and only the battery management system is abnormal Since the motors A and B cannot be used due to the abnormality of the battery management system and the vehicle can run only by the engine 1, the process jumps to the above-mentioned step S118 and executes the abnormal time control (6) subroutine shown in FIG. .

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, the motor A controller system, the motor B controller system, and the battery management system are normal and only the transmission control system is abnormal, the lock is activated. Since the up clutch 2 is disengaged and the motors A and B can run with the speed ratio of the CVT 4 kept constant, the process jumps to the above-described step S113 and executes the abnormal time control (3) shown in FIG.
Execute a subroutine.

On the other hand, if the transmission control system is normal in step S128, that is, if all of the engine control system, motor A controller system, motor B controller system, battery management system, and transmission control system are normal, step S128 is executed.
Proceeding from S128 to step S129, normal control centering on HEV_ECU 20 is executed.

Next, each subroutine in the above-mentioned fail-safe processing main routine will be described.

First, the stop control (1) subroutine of FIG. 5 will be described. In the stop control (1) subroutine, when an abnormality is notified to another ECU by multiplex communication in step S151 and the occurrence of abnormality is notified, step S152 is performed. Then, the injector power supply stop signal to the logic circuit 23c that controls the injector power supply 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. As a result, the output of the logic circuit 23c becomes low level, and the injector power supply 23b is turned off.
F, the fuel injection from the injector is stopped, and the engine 1 is stopped.

In the following step S153, the logic circuit 21 for controlling the control power supply 21b of the motor A controller 21
The logic circuit 22 controls the control power supply 22b of the motor B controller 22 in step S154 by instructing the power supply OFF signal to be a low level signal for the power supply ON signal for the motor B controller 22.
The power-off signal for c is instructed as a low-level signal to turn off the power. Thereby, the logic circuit 21c,
The output of the control power supply 21b, 2 becomes low level.
2b is turned off, and the motors A and B are stopped.

Then, the process proceeds to a step S155, wherein the contactor 9
The contactor control signal for the logic circuit 25a that controls the opening and closing of the contactor 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 is separated from the motor A controller 21 and the motor B controller 22.

Further, in step S156, the abnormal-time control signal for the logic circuit 21a of the motor A controller 21 is set to a normal high-level signal.
In S157, the logic circuit 22 of the motor B controller 22
The abnormal-time control signal for a is a normal high-level signal. That is, after disconnecting the motor A controller 21 and the motor B controller 22 from the battery 10, a command that can execute the normal control is given to the motor A controller 21 and the motor B controller 22 to prepare for a case where the motor is restored to the normal state.

When the occurrence of an abnormality is displayed on the display 27 in step S158 and the driver is informed of the abnormality, the operation proceeds to step S1.
At 59, a control command for turning off the lock-up clutch 2 to the T / M_ECU 24 by multiplex communication and a CVT
A gear ratio command for setting the gear ratio of No. 4 to a predetermined gear ratio (neutral value) is given, and the routine exits.

In other words, when an abnormality in which the vehicle cannot travel occurs, it is assumed that the system is suddenly returned to normal instead of simply stopping the vehicle. Since each system is immediately brought into a normal control state, it is possible to prevent an unexpected situation such as a sudden start at the time of normal recovery from occurring.

Next, the abnormal control (1) subroutine of FIG. 6 will be described. The abnormality control (1) subroutine is a process executed when an abnormality occurs only in the engine control system. In the event of an abnormality, the reaction force in the planetary gear unit 3 is shared by the motor A and the driving force of the motor B is used. The limp home function is realized by securing the driving.

In the abnormality control (1) subroutine of FIG. 6, when the abnormality is notified to other ECUs by multiplex communication in step S161 to notify the occurrence of an abnormality in the engine control system, the injector power supply 23b is determined in step S162. The engine 1 is stopped as a high-level signal indicating a stop command for the injector power supply stop signal to the logic circuit 23c for controlling the operation of the controller 23c, thereby preventing a trouble in the case where the engine 1 is returned to the normal state, and causing an abnormality on the display 27 in step S163. Is displayed to notify the driver of the abnormality.

Then, the process proceeds to a step S164, wherein the lock-up clutch 2 is turned on by the multiplex communication to the T / M_ECU 24.
When a control command to change to F (open) is given, step S165
Then, the abnormal-time control signal for the logic circuit 21a of the motor A controller 21 is set to a low level, and a high-level abnormal signal is given from the logic circuit 21a to the motor A controller 21. (For example, about 300 rpm), the control is shifted to abnormal time control.

In step S166, 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 exits.

Thus, 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. Therefore, when an abnormality occurs, excessive output is suppressed, electric energy consumption is suppressed, and the vehicle can be safely moved to a predetermined destination (for example, a repair shop).

Next, the abnormality control (2) subroutine of FIG. 7 will be described. The abnormal condition control (2) subroutine is a process executed when the engine control system and the motor B controller system are abnormal, and secures the limp home function by securing the running only by the motor A when an abnormality occurs.

In the abnormality-time control (2) subroutine of FIG. 7, when the abnormality is notified to other ECUs by multiplex communication in step S171 to notify that the abnormality has occurred in the engine control system and the motor B controller system, step S172 is performed. Then, the engine 1 is stopped by setting the injector power supply stop signal to the logic circuit 23c for controlling the injector power supply 23b as a high-level signal indicating a stop command.

Next, at step S173, a logic circuit 22c for controlling the control power supply 22b of the motor B controller 22
When the control power supply 22b is turned off by setting the power supply ON signal to the low level signal to turn off the control power supply 22b and the motor B is stopped, the logic circuit 22 of the motor B controller 22 is used in order to avoid the problem in the case where the motor B returns to normal in step S174.
The abnormal time control signal for a is set to a normal high level signal, the occurrence of an abnormality is displayed on the display 27 in step S175, the driver is notified of the abnormality, and the routine exits.

After the processing for the engine control system and the motor B controller system by the abnormality control (2) subroutine, the motor A control command routine shown in FIG.
Of the T / M control command routine of FIG.

In the motor A control command routine of FIG. 8, a rotation speed command is given to the motor A controller 21 by multiplex communication based on the output of the APS 11 in step S181 to cause the motor A to operate at a constant speed. The transmission of the driving force of the motor A to the driving wheels is controlled by the M control command routine.

In the T / M control command routine of FIG. 9, in step S191, it is determined whether or not the accelerator pedal is turned on based on the output of the APS 11, ie, whether or not the driver intends to run the vehicle by depressing an accelerator pedal (not shown). Find out. When the accelerator pedal is not ON, that is, when the vehicle is stopped, the steps from step S191
Proceeding to S194, a control command to turn off (disengage) the lockup clutch 2 is given to the T / M_ECU 24 by multiplex communication.

Further, in step S191, the accelerator pedal is
If N, the process proceeds to step S192 to check whether the brake switch 12 is ON or not.
In the case of, T /
A control command to turn off (release) the lock-up clutch 2 is given to the M_ECU 24, and the brake switch 12
In the case of FF, T / M_E is performed by multiplex communication in step S193.
A control command to turn on (engage) the lock-up clutch 2 is given to the CU 24.

That is, when the vehicle travels by using only the driving force of the motor A, the reaction force is not shared by the planetary gear unit 3, so that the lock-up clutch 2 is engaged and the sun gear 3a of the planetary gear unit 3 and the carrier 3b.
And the driving force of the motor A is directly input to the CVT 4. Also, when the vehicle is decelerated by braking, or
When the vehicle is stopped, the lock-up clutch 2 is released, the connection between the sun gear 3a and the carrier 3b is released, and the motor A
And the vehicle is decelerated or stopped.

Here, the lock-up clutch 2 and the CVT
An oil pump (not shown) is provided to supply hydraulic pressure for operating each of the pulleys 4b and 4d. The oil pump is driven by the motor A and the engine 1 (in this case, the engine 1 Indicates that the fuel supply has been stopped and the motor A is idling.) Accordingly, the operation of the oil pump is continued by decelerating or stopping the vehicle without stopping the rotation of the motor A, and the lock-up clutch 2 is activated when the vehicle is re-accelerated or started.
Can be immediately concluded.

Also in the abnormal control (2), excessive output can be suppressed to prevent consumption of electric energy, and the vehicle can be reliably moved to a repair shop or the like.

Next, the abnormal 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. The driving force of the motor B is secured by sharing the reaction force of the motor B with the motor A, and the limp home function is realized.

In the abnormality control (3) subroutine of FIG. 10, the abnormality is notified to other ECUs by multiplex communication in step S201, and an abnormality occurs in the engine control system and the transmission control system, or in the transmission control system. When you notify the occurrence of abnormalities,
In step S202, the engine 1 is stopped by setting the injector power supply stop signal to the logic circuit 23c that controls the injector power supply 23b as a high-level signal indicating a stop command.

Then, the process proceeds to a step S203, wherein the contactor 9
The contactor control signal for the logic circuit 25a that controls the opening and closing of the battery 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 1 is turned on.
0, the motor A controller 21 and the motor B controller 22 are connected.

In the following step S204, the logic circuit 21 for controlling the control power supply 21b of the motor A controller 21
In step S205, the power supply to the logic circuit 22c for controlling the control power supply 22b of the motor B controller 22 is similarly set in step S205. The ON signal is set to a high level signal, and the control power supply 22b is turned on to enable the operation of the motor B.

Then, 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 the motor A controller 21 controls the logic circuit 21a of the motor A when an abnormality occurs. Is set to the low level at the time of abnormality, and the logic circuit 21a
From the motor A controller 2
1 to shift the motor A controller 21 to low-speed constant rotation control.

Further, in step S207, a high-level signal is given from the logic circuit 22a to the abnormal-time control signal for the logic circuit 22a of the motor B controller 22 as an abnormal low level, and the motor B controller 22 is connected to the motor B controller 22 itself. In response to the signal from the inhibitor switch 14 and the signal from the accelerator switch 18, the motor B
The controller 22 causes the motor B to perform a constant torque control for operating the motor B at a constant torque.

Then, in step S208, when an abnormality is displayed on the display 27 and the driver is informed of the abnormality, step S2 is executed.
At 09, the T / M_ECU is multiplexed to prevent the occurrence of an accident when returning to normal.
The control command to turn the lock-up clutch 2 OFF (disengage) and the speed ratio of the CVT 4 are set to a predetermined speed ratio (neutral value).
Is given, and the routine exits.

In the abnormal condition control (3), as in the abnormal condition control (1), the motor A receives a reaction force from the motor A and travels by the driving force of the motor B while preventing consumption of electric energy. Safe driving to the destination can be secured, and
The speed ratio of the CVT 4 is kept constant with respect to the abnormality of the transmission control system, thereby preventing the occurrence of a trouble at the time of normal recovery.

Next, the abnormal time control (5) subroutine of FIG. 11 will be described. The abnormality control (5) subroutine is a process executed when only the motor A controller system is abnormal. When an abnormality occurs, the reaction force when the driving force of the motor B is output via the planetary gear unit 3 is determined. The limp home function is implemented by receiving the engine 1 and ensuring travel by the driving force of the motor B.

In the abnormality-time control (5) subroutine of FIG. 11, when the abnormality is notified to other ECUs by multiplex communication in step S211 to notify that the abnormality has occurred in the motor A controller system, in step S212, the motor A controller 2
1 as a low level signal to the control power supply 2 for the logic circuit 21c controlling the control power supply 21b.
1b is turned off, and the motor A is stopped.

Then, the process proceeds to step S213. In order to avoid a problem in the case of normal recovery, the abnormal-time control signal for the logic circuit 21a of the motor A controller 21 is set to a normal high-level signal and displayed in step S214. The occurrence of the abnormality is displayed on the device 27 and the abnormality is notified to the driver.

In the following step S215, T is transmitted by multiplex communication.
/ M_ECU 24 to turn off lock-up clutch 2
(Open), and in step S216, E /
The abnormal-time control signal for the logic circuit 23a of the G_ECU 23 is a low-level signal at the time of an abnormal condition. When a high-level signal is input from the logic circuit 23a to the E / G_ECU 23 in response to the abnormal time control signal, the E / G_E
The CU 23 controls the engine 1 to a low speed constant rotation (for example, a constant rotation speed based on the target idle rotation speed),
, And an oil pump (not shown) is driven to secure the hydraulic pressure of the CVT 4.

Then, 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 exits.

As a result, the engine 1 receives the reaction force when the driving force of the motor B is output via the planetary gear unit 3 and can travel by the driving force of the motor B. The vehicle can be reliably moved to a repair shop or the like while restricting the consumption of electric energy.

Furthermore, 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, the reaction force of the motor B can be properly received, the running driving force does not change abruptly, and a trouble at the time of normal recovery can be avoided.

Next, the abnormal time control (6) subroutine of FIG. 12 will be described. In the abnormal-condition control (6) subroutine, although the engine control system is normal, the motors A and B
Cannot be used (motor A controller system and motor B
This is a process executed when both the controller system and the battery management system are abnormal), and when the abnormality occurs, the running by the driving force of only the engine 1 is ensured, and the limp home function is realized.

In the abnormality control (6) subroutine of FIG. 12, the abnormality is notified to other ECUs by multiplex communication in step S221, and the motor A controller system and the motor B controller system are abnormal, or the battery management system is abnormal. Then, in step S222, the power supply ON signal to the logic circuit 21c that controls the control power supply 21b of the motor A controller 21 is set to a low level signal, the control power supply 21b is turned off, and the motor A is stopped.
In step S223, the control power supply 2 of the motor B controller 22
The control power supply 22b is turned off by using the power supply ON signal to the logic circuit 22c for controlling the control circuit 2b as a low level signal, and the motor B is stopped.

In the following 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 1 is turned off.
0 and the motor A controller 21 and the motor B controller 22 are disconnected.

Thereafter, in order to prevent an unexpected situation from occurring when the system returns to normal, the logic circuit 2 of the motor A controller 21 is set in step S225.
The abnormal-time control signal for 1a is a normal high-level signal, and similarly, in step S226, the abnormal-time control signal for the logic circuit 22a of the motor B controller 22 is a normal high-level signal. Then, step S227
Is displayed on the display 27 to notify the driver of the abnormality and exit the routine.

When the processing in the abnormality control (6) subroutine is completed, the same processing as the T / M control command routine in FIG. 9 is executed, and the accelerator pedal is turned on and off.
ON / OFF of the lock-up clutch 2 according to the state and the ON / OFF state of the brake switch 12 by T / M_E.
In addition to instructing the CU 24, the E / G control command routine shown in FIG. 13 and the E / G control command routine shown in FIG. 14 are executed in accordance with ON / OFF of the lock-up clutch 2.

That is, the lock-up clutch 2 is turned on
In the case of, an E / G control command routine shown in FIG. 13 is executed, and in step S231, a torque command is given to the E / G_ECU 23 by multiplex communication based on the output of the APS 11,
The driving force of the engine 1 is directly output to the CVT 4.

On the other hand, when the lock-up clutch 2 is OFF, an E / G control command routine shown in FIG. 14 is executed, and in step S241, the abnormal-time control signal to the logic circuit 23a of the E / G_ECU 23 is set to the low-level abnormal time. A high-level signal is supplied from the logic circuit 23a as a signal to the E / G_ECU 23, and the engine 1 is shifted to control of low-speed constant rotation (for example, constant rotation speed based on a target idle rotation speed) to suppress an increase in the engine rotation speed.

In the abnormal condition control (6), even when an abnormal condition occurs in which the motors A and B cannot be used, the lock-up clutch 2 is turned off.
By appropriately controlling N and OFF, the driving force of the engine 1 can be used effectively, and the vehicle can be safely moved to a predetermined destination.

Next, the abnormal time control (7) subroutine of FIG. 15 will be described. The abnormality control (7) subroutine is a process executed when the motor A controller system and the transmission control system are abnormal. When an abnormality occurs, the engine 1 is used to share the reaction force of the motor B and the motor B is controlled. To secure the limp home function.

In the abnormality-time control (7) subroutine of FIG. 15, when the abnormality is notified to other ECUs by multiplex communication in step S251 to notify the abnormality of the motor A controller system and the transmission control system, step S252 is performed. Then, the injector power supply 23b is turned on using the injector power supply stop signal for the logic circuit 23c that controls the injector power supply 23b as a low level signal, the injector is driven to perform fuel injection, and the engine 1 is operated.

Next, the process proceeds to step S253, in which the contactor control signal for the logic circuit 25a for controlling 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 and the motor A controller 21 are turned on. And the motor B controller 22.

Then, in step S254, the logic circuit 2 for controlling the control power supply 21b of the motor A controller 21
When the control power supply 21b is turned off and the motor A is stopped by setting the power ON signal for 1c to a low level signal,
In step S255, the power supply to the logic circuit 22c that controls the control power supply 22b of the motor B controller 22 is turned on.
The control power supply 22b is turned on using the signal as a high-level signal, and the operation of the motor B is enabled.

In the following step S256, E / G_ECU2
3 as a low-level signal at the time of abnormality, and a high-level signal is supplied from the logic circuit 23a to the E / G_ECU 23 to rotate the engine 1 at a constant low speed (for example, a constant value based on a target idle speed). (Rotational speed), in step S257, the motor B
The abnormal-time control signal for the logic circuit 22a of the controller 22 is set to the low level at the time of the abnormality, and
a, the motor B controller 22 operates the motor B at a constant torque in accordance with a signal from the inhibitor switch 14 and a signal from the accelerator switch 18 connected to the motor B controller 22 itself. Execute torque control.

Then, in step S258, the occurrence of an abnormality is displayed on the display 27 to notify the driver of the abnormality, and in step S259
A control command to turn off (disengage) the lock-up clutch 2 to the T / M_ECU 24 by multiplex communication, and a CVT
A speed ratio command for setting the speed ratio of No. 4 to a predetermined speed ratio (neutral value) is given to exit the routine, and abrupt start when the system returns to normal is prevented.

In the abnormal time control (7), the engine 1 receives a reaction force against the abnormality of the motor A controller system and travels with the driving force of the motor B, thereby preventing electric energy from being consumed and achieving a predetermined purpose. Safe traveling to the ground can be ensured, and the speed ratio of the CVT 4 can be kept constant with respect to the abnormality of the transmission control system, thereby preventing the occurrence of a malfunction at the time of normal recovery.

Next, the abnormal time control (8) subroutine of FIG. 16 will be described. The abnormality-time control (8) subroutine is a process executed when only the motor B controller system is abnormal. In the event of an abnormality, the running using both the engine 1 and the motor A is secured and the limp home function is realized.

In the abnormality-time control (8) subroutine of FIG. 16, when the abnormality is notified to other ECUs by multiplex communication in step S271 and the occurrence of an abnormality in the motor B controller system is notified, the motor is controlled in step S272. Logic circuit 22c for controlling control power supply 22b of B controller 22
The control power supply 22b is turned off by setting the power supply ON signal to the low level signal to stop the motor B.

Next, in step S273, when an abnormal control signal for the logic circuit 22a of the motor B controller 22 is returned to a normal high level signal, it is possible to prevent an unexpected situation from occurring. Step S2
At 74, the occurrence of an abnormality is displayed on the display 27 to notify the driver of the abnormality, and the routine exits.

When the processing in the abnormality control (8) subroutine is completed, next, the same processing as in the T / M control command routine in FIG. 9 is executed to turn on / off the accelerator pedal.
The ON / OFF state of the lock-up clutch 2 is set to T / M_ in accordance with the F state and the ON / OFF state of the brake switch 12.
A command is issued to the ECU 24.

Also, in parallel with the control command processing to the T / M_ECU 24, the processing of the E / G / motor A control command routine shown in FIG. 17 is executed, and the APS 11 is executed in step S281 of the E / G / motor A control command routine. Based on the output of
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.

As a result, during traveling, the lock-up clutch 2 is engaged, the sun gear 3a of the planetary gear unit 3 and the carrier 3b are connected, and the driving force from the engine 1 and the motor A is directly output to the CVT 4, and the accelerator pedal It enables running according to the depression. 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, the operation of the oil pump is continued by decelerating or stopping the vehicle without stopping the rotation of the engine 1 and the motor A, so that the lock-up clutch 2 can be immediately engaged when the vehicle is re-accelerated or started. .

In the abnormality control (8), the lock-up clutch 2 is turned on and off in response to the abnormality of the motor B controller system.
By appropriately controlling the OFF, the driving force of the engine 1 and the motor A can be directly output to the CVT 4 to drive the vehicle, and the vehicle can be safely moved to a predetermined destination by limiting an excessive output when an abnormality occurs. be able to.

On the other hand, in contrast to the fail-safe processing by the HEV_ECU 20, the T / M_ECU 24 executes the fail-safe processing shown in FIG. HEV_ECU 20
If an abnormality occurs in the ECU, T instead of HEV_ECU 20
/ M_ECU 24 performs abnormal time processing.

In this case, HEV_ECU 20 uses HE
When an abnormality of the V_ECU system is detected, the following (1) to
The processing shown in (8) is sequentially performed, and T / M
_ECU 24 performs H by its own fail-sale processing.
When an abnormality in the EV_ECU system is detected, vehicle stop or abnormality 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 abnormal time signal to the T / M_ECU 24 is set to a low level (abnormal) for a predetermined time (for example, 100 msec) or more. (3) The injector power supply stop signal for the logic circuit 23c that controls the injector power supply 23b is set to a high level (power stop). (4) Logic circuit 25a for controlling opening and closing of contactor 9
At a low level (contactor OFF). (5) 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 low level (power OFF). (6) The power ON signal to the logic circuit 22c that controls the control power supply 22b of the motor B controller 22 is set to a low level (power OFF). (7) Logic circuit 21a of motor A controller 21
Is set to a high level (non-abnormal). (8) Logic circuit 22a of motor B controller 22
Is set to a high level (non-abnormal).

Hereinafter, the fail-safe processing 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, the abnormality is notified to the HEV_ECU 20 by multiplex communication in step S302. Notice and exit the routine.

If the transmission control system is normal in step S301, the process proceeds from step S301 to step S303 and thereafter, where the T / M_ECU 24 itself is notified by the HEV_ECU 20 via the multiplex communication system and stored and held. The status of the occurrence of the abnormality up to is checked, and the processing according to the status of the occurrence of the abnormality is performed.

That is, in step S303, it is first checked whether or not the engine control system is normal. If the engine control system is normal, it is checked in step S304 whether or not the motor A controller system is normal. If the motor A controller system is normal, the process proceeds from step S304 to step S304.
Proceed to S305 to check whether there is any abnormality in the motor B controller system, and if the motor B controller system is normal,
Further, in step S306, it is checked whether there is any abnormality in the battery management system.

As a result, if the battery management system is normal in step S306, the process proceeds from step S306 to step S308, where the HEV_ECU 20 by multiplex communication is used.
It is checked whether an abnormality has occurred in the HEV_ECU system based on an abnormality notification from the HEV_ECU 20, an abnormality signal from the HEV_ECU 20, or a state of regular communication.

If the engine control system is abnormal in step S303, the flow advances from step S303 to step S307 to check whether or not the motor B controller system is abnormal. If the motor B controller system is normal, the above-described steps are performed. Proceeding to S308, it is checked whether there is any abnormality in the HEV_ECU system. If the motor B controller system is abnormal, proceeding to step S310, it is examined whether there is any abnormality in the HEV_ECU system.

On the other hand, if the engine control system is normal in step S303 and the motor A controller system is abnormal in step S304, or if the motor B controller system is abnormal in step S305, or if the battery management system is Is abnormal, the process proceeds from the relevant step to the above-described step S310, and it is checked whether or not the HEV_ECU system has an abnormality.

That is, in step S308, if 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 if the transmission control system and the motor B
When the controller is normal and the engine control system is abnormal, it is checked whether the HEV_ECU system is abnormal.

Therefore, in step S308, HEV_ECU
If the system is normal, the process proceeds to step S311 and T /
The M_ECU 24 executes normal control based on a command from the HEV_ECU 20. In step S308, HE
If the V_ECU system is abnormal, it is determined that the motor B can be used as a traveling drive source because at least the transmission control system and the motor B controller system are normal, and step S309 is performed.
By executing the abnormality-time control (4) subroutine shown in FIG. 20, the engine 1 is stopped, the reaction force is received by the motor A, and the motor B is run by the HEV_EC.
The T / M_ECU 24 executes instead of U20.

In step S310, if the transmission control system and the engine control system are normal and any one of the motor A controller system, the motor B controller system, and the battery management system is abnormal, When the system is normal and the engine control system and the motor B controller system are abnormal, it is checked whether the HEV_ECU system is abnormal.

For this reason, in step S310, HEV_ECU
If the system is normal, 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. Step S3
If the HEV_ECU system is abnormal at 10, although there is a possibility that the vehicle may run depending on the state of the drive system, the HEV
Since the traveling control cannot be performed reliably due to the abnormality of the _ECU system, the traveling is disabled, and the process proceeds to step S312 to execute the stop control (2) subroutine shown in FIG. 19 to safely stop the vehicle.

Next, each subroutine in the fail-safe processing main routine by the T / M_ECU 24 will be described.

First, in the stop control (2) subroutine of FIG. 19, the abnormality is notified to other ECUs by multiplex communication in step S321, and the injector power supply stop signal to the logic circuit 23c for controlling the injector power supply 23b is raised in step S322. The engine 1 is stopped as a level.

Next, proceeding to step S323, the control power supply 21b is turned off by setting the power supply ON signal to the logic circuit 21c for controlling the control power supply 21b of the motor A controller 21 to a low level signal, and the motor A is stopped. In S324, the control power supply 22b is turned on by using the power supply ON signal for the logic circuit 22c that controls the control power supply 22b of the motor B controller 22 as a low level signal.
FF is performed, and the motor B is stopped.

In the following step S325, the contactor control signal for the logic circuit 25a for controlling 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 low level, the contactor 9 is turned off, and the battery 1 is turned off.
0 and the motor A controller 21 and the motor B controller 22 are disconnected.

Then, in order to prevent an unexpected situation from occurring when the system returns to normal, the logic circuit 2 of the motor A controller 21 is set in step S326.
The abnormal-time control signal for the motor 1a is set to a normal high-level signal.
The abnormal-time control signal for the second logic circuit 22a is a normal high-level signal.

Then, in step S328, the occurrence of an abnormality is displayed on the display 27 to notify the driver of the abnormality, and in step S329
Similarly, in order to prevent an unexpected situation from occurring when the system returns to normal, the lockup clutch 2 is turned off (disengaged) and the speed ratio of the CVT 4 is set to a predetermined value (neutral). Value) and exit the routine.

Thus, HEV_ which controls the system
Even when an abnormality occurs in the ECU system and the normal control of the motors A and B is impossible, the vehicle can be stopped to ensure safety. In addition, the engine 1 is stopped, the motors A and B are disconnected from the battery 10, and the lock-up clutch is turned off to fix the speed ratio of the CVT 4 to a neutral value, so that the HEV_ECU system returns to normal and the function is restored. Also in this case, the HEV_ECU 20 does not perform a sudden control operation for returning to the normal state, and it is possible to prevent an unexpected situation from occurring.

On the other hand, in the abnormality control (4) subroutine of FIG. 20, when the abnormality is notified to the other ECUs by multiplex communication in step S331, the injector power supply 2 is determined in step S332.
The engine 1 is stopped by setting the injector power supply stop signal to the logic circuit 23c for controlling 3b to a high level.

Then, the process proceeds to a step S333, where the contactor 9
The contactor control signal for the logic circuit 25a that controls the opening and closing of the contactor is set to a low level, and the output of the logic circuit 25a is set to a high level in response to the contactor control signal of a low level from the HEV_ECU 20.
ON to connect the battery 10 with the motor A controller 21 and the motor B controller 22.

Thereafter, the flow advances to step S334 to set the power ON signal for the logic circuit 21c for controlling the control power supply 21b of the motor A controller 21 to a high level signal, and to respond to the low level power ON signal from the HEV_ECU 20 for the logic circuit 21c. Is set to a high level, and the control power supply 21b is turned on to enable the operation of the motor A.

Then, the flow advances to step S335 to set a power ON signal to the logic circuit 22c for controlling the control power supply 22b of the motor B controller 22 to a high level signal.
The output of the logic circuit 22c is set to a high level in response to a low-level power-on signal from the HEV_ECU 20, and the control power supply 22b is turned on to enable the motor B to operate.

In step S336, the abnormal-time control signal for the logic circuit 21a of the motor A controller 21 is set to the low level for the abnormal time, and the logic circuit 2 responds to the high-level abnormal-time control signal from the HEV_ECU 20.
The output of the motor A controller 2
1 to shift the motor A controller 21 to low-speed constant rotation control.

Further, at step S337, the abnormal-time control signal for the logic circuit 22a of the motor B controller 22 is set to the low level at the time of the abnormality, and the logic circuit 22 responds to the high-level abnormal control signal from the HEV_ECU 20.
a is given as a high level to the motor B controller, and the signal from the inhibitor switch 14 connected to the motor B controller 22 itself and the accelerator switch 1
In response to the signal from 8, the motor B controller 22 causes the motor B to execute constant torque control for operating the motor B at a constant torque.

Then, in step S338, the occurrence of an abnormality is displayed on the display 27 to notify the driver of the abnormality, and in step S339
Then, the lock-up clutch 2 is turned off (disengaged), the speed ratio of the CVT 4 is fixed at a predetermined speed ratio (neutral value), the routine is exited, and the control of the T / M_ECU 24 itself is stopped.

In the abnormality control (4), even if an abnormality occurs in the HEV_ECU system that controls the system, the vehicle can be safely moved to a predetermined destination as long as the driving force of the motor B is usable. It is possible to stop the engine 1 and turn off the lock-up clutch to
HEV_ECU by fixing the gear ratio of the ECU 4 to a neutral value
When the system returns to normal and the function is restored, HEV_
The ECU 20 does not perform a sudden control operation such as returning to the normal state, and it is possible to prevent an unexpected situation from occurring.

[0201]

As described above, according to the first aspect of the present invention, it is diagnosed whether an abnormality has occurred in a drive system or a control system of a hybrid vehicle, and as a result, at least an abnormality has occurred in an engine system. In the event that an abnormality occurs in the system of the first motor, the engine, the first motor, and the second motor are stopped and the engine, the first motor, and the second motor are stopped. If it is difficult, the vehicle can be stopped to ensure safety.

In this case, according to the second aspect of the present invention, the control system for controlling the first motor and the control system for controlling the second motor are disconnected from the power supply, and the command for enabling the normal control is executed. In addition, since the coupling mechanism is disengaged and the speed ratio of the power conversion mechanism is fixed at a neutral value, it is possible to prevent an unexpected situation from occurring when the vehicle returns to the normal state. Further, according to the third aspect of the present invention, by alerting the occurrence of an abnormality, the driver can be alerted and the 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 showing a fail-safe processing main routine performed by an HEV_ECU (part 1);

FIG. 3 is a flowchart illustrating a fail-safe processing main routine performed by the HEV_ECU (part 2);

FIG. 4 is a flowchart illustrating a fail-safe processing main routine performed by the HEV_ECU (part 3);

FIG. 5 is a flowchart of a stop control (1) subroutine.

FIG. 6 is a flowchart of an abnormal control (1) subroutine.

FIG. 7 is a flowchart of an 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 an abnormal-time control (3) subroutine.

FIG. 11 is a flowchart of a subroutine for abnormal time control (5).

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 fail-safe processing main routine by the T / M_ECU.

FIG. 19 is a flowchart of a stop control (2) subroutine.

FIG. 20 is a flowchart of an 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 a flow of a control signal centered on HEV_ECU.

FIG. 23 is a conceptual diagram of a fail-safe system.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Engine 2 ... Lock-up clutch (connection mechanism) 3 ... Planetary gear unit (single pinion type planetary gear) 3a ... Sun gear 3b ... Carrier 3c ... Ring gear 4 ... Belt type continuously variable transmission (power conversion mechanism) A ... 1st motor B: second motor 20: HEV_ECU (abnormality diagnosis means, abnormal time stop means)

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. 7 Identification symbol FI Theme coat ゛ (Reference) F02D 29/02 F02D 29/02 DK 29/06 29/06 D Q // B60K 6/00 B60K 9 / 00Z 8/00 F-term (reference) 3D036 AA02 AA04 AA07 GA01 GA32 GA41 GA45 GB07 GD02 GE04 GG12 GG15 GG35 GG37 GH10 GH15 GJ01 GJ20 3D039 AA03 AA04 AB01 AB27 AC21 AC34 AD11 3G093 AA05 BA14A12 BA12CB DA06 DB00 DB20 EA03 EA05 EB00 EB02 EB03 EC02 FB02 FB05 5H115 PA08 PA14 PC06 PG04 PI24 PI29 PO02 PO09 PU08 PU22 PU24 PU25 PU27 PU28 PU29 PV09 QN02 RB21 RE01 RE03 RE05 SE04 SE05 SE08 SE09 TE02 TI02 TO03 TO05 TO13 TO05 TR04 TR05 TR06 TR19 TR20 TZ01 TZ03 TZ04 TZ07 TZ12 TZ14 UB05 UB17 UI13 UI23

Claims (3)

[Claims]
1. A first motor connected between an output shaft of an engine and a sun gear of a single pinion type planetary gear, a second motor connected to a ring gear of the planetary gear, a sun gear of the planetary gear, a carrier and a ring gear. Any two of them can be freely connected to each other, and the carrier is connected to the planetary gear, and a speed change and torque amplification are performed between the planetary gear and the drive wheels according to a speed ratio that can be switched in a plurality of steps or steplessly. A control device for a hybrid vehicle having a power conversion mechanism, comprising: abnormality diagnosis means for diagnosing whether an abnormality has occurred in a drive system or a control system of the hybrid vehicle; and at least abnormality has occurred in a system of the engine. And when an abnormality occurs in the system of the first motor, the engine and the first motor Serial hybrid vehicle control apparatus characterized by a second motor with an abnormality during the stop means for stopping.
2. The abnormal-time stopping means disconnects a control system for controlling the first motor and a control system for controlling the second motor from a power supply and executes a normal-time control. 2. The hybrid vehicle control device according to claim 1, further comprising: releasing the connection of the connection mechanism to fix the speed ratio of the power conversion mechanism to a neutral value.
3. The system according to claim 1, further comprising a warning unit that warns of an abnormality when an abnormality occurs in at least the system of the engine and an abnormality occurs in the system of the first motor. Hybrid vehicle control device.
JP10315004A 1998-11-05 1998-11-05 Controller for hybrid vehicle Pending JP2000152413A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP10315004A JP2000152413A (en) 1998-11-05 1998-11-05 Controller for hybrid vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP10315004A JP2000152413A (en) 1998-11-05 1998-11-05 Controller for hybrid vehicle

Publications (1)

Publication Number Publication Date
JP2000152413A true JP2000152413A (en) 2000-05-30

Family

ID=18060266

Family Applications (1)

Application Number Title Priority Date Filing Date
JP10315004A Pending JP2000152413A (en) 1998-11-05 1998-11-05 Controller for hybrid vehicle

Country Status (1)

Country Link
JP (1) JP2000152413A (en)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101348898B1 (en) * 2011-09-16 2014-01-07 주식회사 현대케피코 Control method for fail safety of hybrid vehicle
JP2015063158A (en) * 2013-09-24 2015-04-09 株式会社デンソー Hybrid vehicle control device
US9908524B2 (en) * 2015-09-08 2018-03-06 Toyota Jidosha Kabushiki Kaisha Control system for hybrid vehicle

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101348898B1 (en) * 2011-09-16 2014-01-07 주식회사 현대케피코 Control method for fail safety of hybrid vehicle
US8775002B2 (en) 2011-09-16 2014-07-08 Kefico Corporation Fail-safety control method for hybrid vehicle
JP2015063158A (en) * 2013-09-24 2015-04-09 株式会社デンソー Hybrid vehicle control device
US9908524B2 (en) * 2015-09-08 2018-03-06 Toyota Jidosha Kabushiki Kaisha Control system for hybrid vehicle

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