JP2000166021A - Controller for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To ensure traveling to a goal in safety while limiting output to a drive wheel upon occurrence of an abnormality in the drive system of a hybrid vehicle. SOLUTION: An HEV-ECU 20 and an E/G-ECU 23 are connected through a multiplex communication line 30 and further connected through a signal line 20g. Upon occurrence of an abnormality, an abnormality signal is inputted from the HEV-ECU 20 to the E/G-ECU 23 through the signal line 20g and constant r.p.m. control is performed for setting the r.p.m. of an engine 1 at a specified value.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control system for a hybrid vehicle using an engine and two motors, and more particularly, to traveling to a predetermined destination even when an abnormality occurs in a drive system or a control system. The present invention relates to a control device for a hybrid vehicle that enables the control.

[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 an abnormality occurs, the driving force may be out of balance depending on the location of the abnormality,
Excessive output may be transmitted to the driving wheel side, and an excessive load is applied to a normal motor or engine.

The present invention has been made in view of the above circumstances, and enables a safe and reliable traveling to a predetermined destination while limiting output to driving wheels even when an abnormality occurs in a hybrid vehicle. It is intended to provide a control device for a hybrid vehicle.

[0009]

In order to solve the above-mentioned problems, a control apparatus for a hybrid vehicle according to the present invention comprises 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 the ring gear of the planetary gear, a connection mechanism capable of connecting any two of the sun gear and the carrier and the ring gear of the planetary gear, and a plurality of or infinite stages connected to the carrier of the planetary gear; A control device for a hybrid vehicle having a power conversion mechanism for performing speed change and torque amplification between the planetary gears and the drive wheels in accordance with a suitable gear ratio, and controls a plurality of control systems of the hybrid vehicle. Output a control command to the control system and output an abnormal control signal to each control system when an error occurs. And an engine control means for fixing the engine to a constant rotation speed control having a predetermined rotation speed as a target value when the abnormal time control signal is inputted, wherein the first control means Outputting an abnormal control signal to the engine control means when an abnormality occurs, through a signal system different from a signal system that outputs a control command to each control system by controlling a plurality of control systems. .

That is, in the control apparatus for a hybrid vehicle according to the present invention, when an abnormality occurs, the first control means:
An abnormal-time control signal is output to the engine control means via a signal system different from a signal system that outputs a control command to each control system by controlling a plurality of control systems, and the engine is set to a predetermined rotation speed. The value is fixed to the constant speed control.

[0011]

Embodiments of the present invention will be described below with reference to the drawings. The drawings relate to an embodiment of the present invention, FIG. 1 is an explanatory diagram showing a configuration of a drive control system, and FIG.
FIG. 3 is an explanatory diagram showing a flow of a control signal centered on the EV_ECU, FIG. 3 is a conceptual diagram of a fail-safe system, and FIG.
FIG. 10 is an explanatory diagram of input / output of a fail-safe related signal of / G_ECU.

A hybrid vehicle according to the present invention is a vehicle that uses both an engine and a motor. As shown in FIG. 1, 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.

Specifically, 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, or 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
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 the present embodiment, the running 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.

(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 vehicle mainly runs by the motor B. 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 connect 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 the engine 1 alone or both the engine 1 and the motor B.

(3) Regeneration of braking force During deceleration, the braking force is regenerated by the motor B in cooperation with the brake control. That is, regenerative braking is performed by cooperatively sharing the brake torque corresponding to the amount of depression of the brake pedal with the motor B by the regenerative torque and the control torque by the brake mechanism.

In a vehicle equipped with an ABS (anti-lock brake system) not shown,
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 is given to the motor B to apply the regenerative braking by the motor B.
At the time of the S 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 controlling the driving of the motor A, a motor B controller 22 for controlling the driving of 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 the ECUs 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 has various indicators for displaying the operating state of the vehicle such as the vehicle speed, the engine speed, the state of charge of the battery, and the like, and a warning lamp 27 for warning the driver when an abnormality occurs. Is connected. The indicator 27 is also connected to the T / M_ECU 24, and as described later, when an abnormality occurs in the HEV_ECU 20, an abnormality is displayed by the T / M_ECU 24.

On the other hand, the motor A controller 21 has an inverter for driving the motor A. Basically, the motor A controller 21 determines the motor A by a servo ON / OFF command or a rotation speed command transmitted from the HEV_ECU 20 by multiplex communication. Performs rotation speed control. 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. The constant torque control of the motor B is performed by a command (powering, regeneration). Also, HE from the motor B controller 22
The torque, the number of revolutions, the current value, and the like of the motor B are fed back and transmitted to the V_ECU 20, and data such as the 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, and actual torque feedback data, vehicle speed, and shift select position (P,
(N, D, R range positions), accelerator full open data and accelerator full close data based on the signal of APS11, ON / OFF state of brake switch 12, brake operation state including ABS, etc., and fuel injection amount from an injector (not shown) , A throttle opening by an ETC (electric throttle valve), power correction learning of auxiliary equipment such as an A / C (air conditioner), a fuel cut, and the like.

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.

T / M_ECU 24 is provided by HEV_ECU 2
From 0, the target primary rotational speed of the CVT 4 transmitted by multiplex communication, a control instruction such as a CVT input torque instruction, a lock-up request, and an E / G rotational speed, an accelerator opening,
The lock-up clutch 2 is based on information such as the shift select position by the inhibitor switch 14, the ON / OFF state of the brake switch 12, the air conditioner switching permission, the brake operation state including the ABS, and the throttle valve fully closed data of the engine 1 by the idle switch. Of the CVT 4 and the speed ratio of the CVT 4 are controlled.

From the T / M_ECU 24, the HEV
_ECU 20 for vehicle speed, input limiting torque, CVT4
Primary pulley rotation speed and candary pulley rotation speed,
Data such as the completion of lock-up, the shift state corresponding to the inhibitor switch 14, and the like are fed back and transmitted, and an E / G rotation speed increase request, a low-temperature start request, and the like for increasing the oil amount of the CVT 4 are transmitted.

The BAT_MU 25 is a so-called power management unit, and performs various controls for managing the battery 10, that is, charge / discharge control of the battery 10, fan control, external charge control, 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, a brake operation state including ABS and the like are fed back and transmitted to the HEV_ECU 20.

In the above hybrid control system, in order to cope with the occurrence of an abnormality in the drive system or the control system,
In addition to the abnormality monitoring via the multiplex communication system and the processing at the time of occurrence of an abnormality, an abnormality monitoring system separate from the multiplex communication system and a signal system for processing at the time of occurrence of an abnormality are provided. The function of the control means is realized by the HEV_ECU 20, and when an abnormality occurs in the HEV_ECU 20,
The function of the second control means is realized by the T / M_ECU 24.

A fail-safe system mainly composed of the HEV_ECU 20 allows the vehicle to be safely stopped when an abnormality occurs or when traveling is impossible.
When traveling is possible, the multiplex communication system and a signal system different from the multiplex communication system are used in combination to limit the output of the drive system, thereby securing the minimum necessary 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, in the self-diagnosis of the motor A controller 21 and the motor B controller 22, in addition to the abnormality detection of the motor A control system and the motor B control system by the watchdog timer provided for each motor, the motors A and B
It is possible to detect abnormalities of the motors A and B and the sensor system from the detected value of the drive current of the motor.

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 transmission speed is determined 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 4 and the speed ratio control value of 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 abnormal notification is received by multiplex communication, or when periodic communication from a predetermined ECU is not executed, 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 the CAN is adopted as a multiplex communication system, a data frame for each ECU to notify a control abnormality is separately provided 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, at a random cycle, and is transmitted from the HEV_ECU 20 to the self-diagnosis of each ECU at the time of system startup 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 system different 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 this embodiment, as shown in FIG. 3, a signal from an ETC throttle sensor 15 for detecting the opening of an electric throttle valve (ETC) of the engine 1 is transmitted to an E / G_ECU.
23 and the HEV_ECU 20, and the E / G_
Both the ECU 23 and the HEV_ECU 20 check the consistency between the control data and the output value of the ETC throttle sensor 15 to 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 of the current sensor 16 of the motor A controller 21 provided on the power line 32 from the contactor 9 to the motor A controller 21 is input to both the motor A controller 21 and the HEV_ECU 20, and the motor A controller 21 The HEV_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 determines whether there is an abnormality. Monitor.

Similarly, the signal of the current sensor 17 of the motor B controller 22 provided on the power line 32 from the contactor 9 to the motor B controller 22 is input to both the motor B controller 22 and the HEV_ECU 20. Self-diagnosis is performed based on the output value of the sensor 17, and the HEV_ECU 20 checks the consistency between the current value of the motor B, which is fed back from the motor B controller 22 through multiplex communication, and the output value of the current sensor 17, and To monitor.

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. 3, the multiplex communication is such that an abnormality signal is output from the HEV_ECU 20 to the T / M_ECU 24 via a signal system of another system.

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 on a signal line of a system different from the multiplex communication system, the HEV
Instead of the _ECU 20, stop control or abnormal-time control, which will be described later, is performed, and an abnormality 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 due to a signal system different from the multiplex communication system. This protection function is basically realized by using two signal systems of the HEV_ECU 20 and the T / M_ECU 24. In this embodiment, the motor A controller 21, the motor B controller 22, the E / G_ECU
A signal system for controlling the power supply 23, a power supply for driving the motors A and B and a power supply for driving the injector are turned on.
A signal system for turning ON / OFF and a signal system for opening and closing the contactor 9 are provided.

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. 3, the motor A controller 21 outputs a logical sum of a signal obtained by inverting the abnormal control signal output from the HEV_ECU 20 and a signal obtained by inverting the abnormal control signal output from the T / M_ECU 24. An abnormal time control signal is 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 ECU 23 includes an HEV_ECU2 as shown in FIG.
The abnormal time control signal output from 0 through the signal line 20g is inverted by the logic circuit 23a and input.

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 becomes low level (when an abnormality occurs), the abnormal-time control signal becomes high level in the motor A controller 21 via the logic circuit 21a, and the control data by multiplex communication. Regardless of the above, the process shifts to the constant speed control in which the predetermined speed is set as 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 abnormal-time control signals output from the M_ECU 24 becomes low level (when an abnormality occurs), the abnormal-time control signal becomes high level in the motor B controller 22 via the logic circuit 22a, and the control data of the multiplex communication is transmitted. Regardless of the method, the process shifts to the constant torque control in which the predetermined torque is set as the 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 provided independently of the control unit in the motor A controller 21.
In the logic circuit 21c, a logical sum of a power ON signal input from the HEV_ECU 20 and a power ON signal input from the T / M_ECU 24 is calculated, and a signal IG from an ignition switch is obtained. And is output.

Similarly, the control power supply 22b is controlled by a logic circuit 22c built in the motor B controller 22 independently of the control section in the motor B controller 22, and the logic circuit 22c is connected to the HEV_ECU 20
Of the power ON signal input from the T / M_ECU 24 and the logical sum of the signal IG from the ignition switch.

The injector power supply 23b is connected to the E / G
_ECU 23, a signal IG from an ignition switch, a signal obtained by inverting an injector power supply stop signal output from HEV_ECU 20, and T /
Logic circuit 2 that outputs a logical product of an inverted injector power supply stop signal output from M_ECU 24
3c (also incorporated in the E / G_ECU 23) and operates independently of the control unit in the E / G_ECU 23.

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,
The motor B controller 22 and the E / G_ECU 23 do not need to be built in.

In this embodiment, the power-on signal for the control power supply 21b and the power-on signal for the control power supply 22b output from the HEV_ECU 20 are at a high level when there is no abnormality and at a low level when an abnormality occurs. Also, T
The power ON signal for the control power supply 21b and the power ON signal for the control power supply 22b output from the / M_ECU 24 remain at a low level when the HEV_ECU 20 is in a normal state, and an abnormality occurs in the HEV_ECU 20, and the motors A and B are operated. When it is made to go, it becomes high level.

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 a high level and the HEV_ECU 20 becomes abnormal and the power-on signal from the HEV_ECU 20 goes to a low level (abnormal), 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, 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 in a state where 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. .

When 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 The contactor 9 is controlled to open and close independently of the control unit in the BAT_MU 25 by the output of the logic circuit 20a built in the HEV_ECU 20 to which the signal IG from the BAT_MU 25 is input.

The logic circuit 20a 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 20a does not have to be built in the HEV_ECU 20.

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

If an abnormality occurs in the HEV_ECU 20 while the signal IG from the ignition switch is at a high level, the contactor control signal from the HEV_ECU 20 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.
The processing described below is performed by the HEV_ECU 20 and its peripheral system (HEV_ECU system), the motor A controller 21 and its peripheral system (motor A controller system), the motor B controller 22 and its peripheral system (motor B controller system). ), E / G_ECU
23 and its peripheral system system (engine control system), T /
This is a process in accordance with the presence or absence of an abnormality in the M_ECU 24 and its peripheral system (transmission control system), the BAT_MU 25 and its peripheral system (battery management system). If an abnormality occurs in the BRK_ECU 26 and its peripheral system, the operation is started. Warning to the person and prohibit regenerative braking.

First, the HEV_ECU 20 executes the HEV
HEV_ECU by self-diagnosis function of _ECU 20 itself
It is checked whether an abnormality has occurred in the system. If an abnormality is detected in the HEV_ECU system, the occurrence of the abnormality in the HEV_ECU system is notified to the T / M_ECU 24 by multiplex communication, and the T / M_ECU 24 is connected to a T / M_ECU 24 that is different from the multiplex communication system. An abnormal time signal to the M_ECU 24 is set to a low level to notify the HEV_ECU system of an abnormality. In this case, the T / M_ECU 24
Performs a process at the time of abnormality in place 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, it is determined whether there is any abnormality in the motor A controller system, the motor B controller system, the battery management system, the engine control system, and the transmission control system. Accordingly, when traveling is impossible, stop control (1) described below is executed to safely stop the vehicle, and when traveling is possible, abnormal control (1), (2) described below. , (3), (5), (6), (7),
(8) is selectively executed to realize the limp home function.

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 transmission 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 driving of the motor B is performed. The force can be transmitted to the drive wheels as an effective driving force. Even if the motor B cannot be used, if at least one of the engine 1 and the motor A can be used and the transmission control valve is normal and the lockup clutch 2 can be directly connected, the engine 1 and / or the motor A can effectively transmit the driving force to the driving wheels.

Therefore, events indicating abnormal / normal states 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 caused by the inability to supply normal power to the motors A and B. Are equivalent to the fact that both are abnormal. When the combinations of the occurrence of abnormalities in the five systems of the engine control system, the motor A controller system, the motor B controller system, the transmission control system, and the battery management system are summarized as follows: (A) ~
When the NG condition of (d) is satisfied, the vehicle cannot travel, and otherwise, the vehicle can travel.

(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 The management system and the transmission control system are abnormal. Therefore, if an abnormality occurs, the above-described NG of (a) to (d)
When any of the conditions is met, stop control is performed with traveling disabled, and when not, abnormal control for limp home is performed.

Next, stop control (1) and abnormal control (1), (2), (3), (5), (6), (7),
(8) will be described.

In the stop control (1), the HEV_ECU 20
The ECU notifies the ECU of the abnormality by multiplex communication from the multiplex communication and notifies the ECU of the occurrence of the abnormality, sets the injector power supply stop signal to the logic circuit 23c for controlling the injector power supply 23b to a high level signal, and sets a signal system different from the multiplex communication system. Command to stop injector power. As a result, the output of the logic circuit 23c becomes low level, the injector power supply 23b is turned off, the fuel injection from the injector is stopped, and the engine 1 is stopped.

The HEV_ECU 20 instructs a power supply OFF signal to a logic circuit 21c for controlling the control power supply 21b of the motor A controller 21 as a low level signal, and instructs a power OFF operation.
The power supply ON signal to the logic circuit 22c that controls the control power supply 22b is set to a low level signal to instruct power OFF. As a result, the outputs of the logic circuits 21c and 22c become low level, and the control power supplies 21b and 22b are turned off.
The motors A and B are stopped as FF.

Further, the HEV_ECU 20 sets the contactor control signal to the logic circuit 20a for controlling the opening and closing of the contactor 9 to a low level, sets the output of the logic circuit 20a to a low level, turns off the contactor 9, turns the battery 10 and the motor A controller 21 Disconnect from the motor B controller 22.

The HEV_ECU 20 sets the abnormal state control signal for the logic circuit 21a of the motor A controller 21 to a normal high level signal, and similarly sets the abnormal state control signal for the logic circuit 22a of the motor B controller 22 to the normal state. Is a high level signal.

Then, the HEV_ECU 20 displays the display 2
7 to notify the driver of the abnormality and notify the T / M_ECU 24 of the lock-up clutch 2 by multiplex communication.
And a speed ratio command for setting the speed ratio of the CVT 4 to a predetermined speed ratio (neutral value).

That is, in the case where an abnormality in which traveling is impossible occurs, it is assumed that the system is suddenly returned to normal instead of simply stopping the vehicle. Since each control 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 return from occurring.

Next, the abnormality control (1) is a process executed when an abnormality occurs only in the engine control system.
When an abnormality occurs, the limp home function is realized by sharing the reaction force of the planetary gear unit 3 to the motor A to secure the traveling by the driving force of the motor B.

In the abnormality control (1), the HEV_ECU 2
A high-level signal indicating a command to stop the injector power supply stop signal to the logic circuit 23c that controls the injector power supply 23b by notifying the other ECUs of the abnormality by multiplex communication from 0 and notifying that an abnormality has occurred in the engine control system. Then, the engine 1 is stopped to prevent a trouble in the case where the engine 1 is restored to the normal state, and the occurrence of the abnormality is displayed on the display 27 to notify the driver of the abnormality.

The HEV_ECU 20 connects the lock-up clutch 2 to the T / M_ECU 24 by multiplex communication.
A control command to make the motor A controller 21 FF (release) is given, an abnormal control signal for the logic circuit 21a of the motor A controller 21 is set to low level, and a high level abnormal signal is given to the motor A controller 21 from the logic circuit 21a. 21 at low speed constant rotation (for example, 300r
pm).

Further, based on the outputs of the inhibitor switch 14 and the APS 11, the HEV_ECU 20 gives a torque command to the motor B controller 22 by multiplex communication.

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 abnormal time control (2) is a process executed when the engine control system and the motor B controller system are abnormal. Implement the function.

In the abnormality control (2), the HEV_ECU2
The multiplex communication from 0 notifies other ECUs of the abnormality to notify that an abnormality has occurred in the engine control system and the motor B controller system, and issues a stop command to the logic circuit 23c for controlling the injector power supply 23b to stop the injector power supply stop signal. The engine 1 is stopped as a high-level signal shown.

The power supply O to the logic circuit 22c that controls the control power supply 22b of the motor B controller 22
The control signal 22b is turned off by setting the N signal to a low level signal.
F, the motor B is stopped, and the motor B controller 22
The abnormal state control signal for the logic circuit 22a is set to a high level signal in a normal state, and the occurrence of the abnormality is displayed on the display 27 to notify the driver of the abnormality.

After the processing for the engine control system and the motor B controller system by the abnormal time control (2),
Based on the output of the APS 11, the HEV_ECU 20 performs a motor A control to give a rotation speed command to the motor A controller 21 by multiplex communication to operate the motor A at a constant speed, and the driving force of the motor A according to the following T / M control command. Control of transmission to the drive wheels.

This T / M control command is transmitted from HEV_ECU 2
It is checked whether 0 is the accelerator pedal ON based on the output of the APS 11, that is, whether the driver is going to run the vehicle by depressing an accelerator pedal (not shown),
When the accelerator pedal is not turned on, that is, when the vehicle is stopped, HEV_ECU 20 performs T
/ M_ECU 24 to turn off lock-up clutch 2
(Release). On the other hand, when the accelerator pedal is ON, it is checked whether or not the brake switch 12 is ON.
T / M_ECU by multiplex communication from EV_ECU 20
A control command for turning off the lock-up clutch 2 is given to the T / M_ECU 24 and a control command for turning on (engaging) the lock-up clutch 2 is given to the T / M_ECU 24 by multiplex communication when the brake switch 12 is off.

That is, when the vehicle travels using only the driving force of the motor A, there is no reaction force sharing in the planetary gear unit 3, so that the lock-up clutch 2 is engaged to engage 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 to release the connection between the sun gear 3a and the carrier 3b, and the motor A
And the vehicle is decelerated or stopped. Here, each pulley 4b, 4d of the lock-up clutch 2 and the CVT 4
An oil pump (not shown) is provided to supply hydraulic pressure for operating the oil pump. The oil pump is driven by the motor A and the engine 1 (in this case, the engine 1 stops supplying fuel. And the motor A is idling). Therefore, by stopping or stopping the rotation of the motor A, the operation of the oil pump is continued by decelerating or stopping the vehicle, and the lock-up clutch 2 can be immediately engaged when the vehicle is re-accelerated or started. 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.

The abnormal condition control (3) 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 reaction force in unit 3 is
, The traveling by the driving force of the motor B is ensured, and the limp home function is realized.

In the abnormality control (3), the HEV_ECU 2
An abnormality is notified to other ECUs by multiplex communication from 0, and an abnormality occurs in the engine control system and the transmission control system, or
When the occurrence of an abnormality in the transmission control system is notified, the engine 1 is stopped by using an 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.

The HEV_ECU 20 sets the contactor control signal to the logic circuit 20a for controlling the opening and closing of the contactor 9 to a high level, sets the output of the logic circuit 20a to a high level, turns on the contactor 9 and turns on the battery 10, the motor A controller 21 and the motor. The B controller 22 is connected.

Further, the HEV_ECU 20 controls the motor A
A logic for controlling the control power supply 22b of the motor B controller 22 by turning on the control power supply 21b to enable the operation of the motor A and setting the power supply ON signal to the logic circuit 21c for controlling the control power supply 21b of the controller 21 to a high level signal. The power supply ON signal to the circuit 22c is set to a high level signal, and the control power supply 22b is turned on to enable the operation of the motor B.

During traveling, since 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, the HEV_ECU 20 sends an abnormality control signal to the logic circuit 21a of the motor A controller 21. Is set to a low level at the time of abnormality, and a high-level abnormality signal is given to the motor A controller 21 from the logic circuit 21a to shift the motor A controller 21 to low-speed constant rotation control.

Further, HEV_ECU 20 controls motor B
The abnormal state control signal for the logic circuit 22a of the controller 22 is set to a low level at the time of abnormality, and the logic circuit 22
a to the motor B controller to cause the motor B controller 22 to execute a constant torque control of the motor B according to the signal from the inhibitor switch 14 and the signal from the accelerator switch 18 connected to the motor B controller 22 itself. .

Then, the HEV_ECU 20 displays the display 2
7 to notify the driver of the abnormality and notify the driver that the motor B controller system has returned to normal.
/ M_ECU 24 to turn off lock-up clutch 2
(Release) and a speed ratio command for setting the speed ratio of the CVT 4 to a predetermined speed ratio (neutral value).

In this abnormal condition control (3), as in the abnormal condition control (1), the motor A receives the reaction force from the motor A and travels by the driving force of the motor B while preventing consumption of electric energy. Safe traveling to the destination, 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) is a process executed when only the motor A controller system is abnormal, and outputs the driving force of the motor B via the planetary gear unit 3 when an abnormality occurs. The engine 1 receives the reaction force at this time and secures running by the driving force of the motor B to realize the limp home function.

In the abnormality control (5), the HEV_ECU2
The abnormality is notified to other ECUs by multiplex communication from 0 to notify that an abnormality has occurred in the motor A controller system,
The motor A is stopped by turning off the control power supply 21b using the power ON signal for the logic circuit 21c that controls the control power supply 21b of the motor A controller 21 as a low level signal.

Further, in order to avoid a problem when the motor A controller system returns to the normal state, the abnormal state control signal for the logic circuit 21a of the motor A controller 21 is set to a normal high level signal and the display 27 Is displayed to notify the driver of the abnormality.

Further, the HEV_ECU 20 gives a control command to the T / M_ECU 24 to turn off (disengage) the lock-up clutch 2 by multiplex communication, and the E / G_ECU 20
The abnormal-time control signal for the logic circuit 23a is a low-level signal at the time of an abnormal condition. In response to the abnormal-time control signal, a high-level signal is output from the logic circuit 23a as E /
When input to the G_ECU 23, the E / G_ECU 23 controls the engine 1 to a low speed constant rotation (for example, a constant rotation speed based on the target idle rotation speed), applies a reaction force of the motor B, and drives an oil pump (not shown). CV
Secure hydraulic pressure at T4.

The HEV_ECU 20 gives a torque command to the motor B controller 22 by multiplex communication based on the outputs of the inhibitor switch 14 and the APS 11.

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, so that the motor A can appropriately receive the reaction force of the motor B, the traveling driving force does not suddenly change, and problems at the time of normal recovery can be avoided beforehand. Can be.

The abnormal control (6) is performed when the motor control system is normal but the motors A and B cannot be used (when both the motor A controller system and the motor B controller system are abnormal, or This is a process executed when the battery management system is abnormal). When an abnormality occurs, the vehicle is driven by the driving force of the engine 1 alone, and the limp home function is realized.

In the abnormality control (6), the HEV_ECU2
The abnormality is notified to other ECUs by multiplex communication from 0, the motor A controller system and the motor B controller system are abnormal, or the battery management system is abnormal, and the control power supply 21 of the motor A controller 21 is notified.
The power supply ON signal to the logic circuit 22c controlling the motor B is turned off by turning off the control power supply 21b as a low level signal to the control circuit 21b, and the power supply ON signal to the logic circuit 22c controlling the control power supply 22b of the motor B controller 22 is set low. The control power supply 22b is turned off as a level signal, and the motor B is stopped.

The HEV_ECU 20 sets the contactor control signal to the logic circuit 20a for controlling the opening and closing of the contactor 9 to a low level, sets the output of the logic circuit 20a to a low level, turns off the contactor 9 and turns off the battery 10 and the motor A controller 21. Disconnect from the motor B controller 22.

Further, in order to prevent an unexpected situation from occurring when the system returns to normal, the HE
The V_ECU 20 sets the abnormal state control signal for the logic circuit 21a of the motor A controller 21 to a normal high level signal, and similarly sets the abnormal state control signal for the logic circuit 22a of the motor B controller 22 to a normal high level signal. And Then, the occurrence of the abnormality is displayed on the display 27 to notify the driver of the abnormality.

When the process according to the abnormal time control (6) is completed, the same process as the T / M control command described above is executed, and the HEV_ECU 20 turns on and off the accelerator pedal.
The ON / OFF of the lock-up clutch 2 is set to T / M according to the FF state and the ON / OFF state of the brake switch 12.
_ECU 24, and executes the following E / G control command according to ON / OFF of the lock-up clutch 2.

That is, the lock-up clutch 2 is turned on.
In the case of, a torque command is given to the E / G_ECU 23 by multiplex communication based on the output of the APS 11 from the HEV_ECU 20, and 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, the HEV_ECU 20 sends a high-level signal from the logic circuit 23a to the E / G_ECU 23 as a low-level signal at the time of abnormality, with the abnormal-time control signal from the HEV_ECU 20 to the logic circuit 23a of the E / G_ECU 23. 1 is shifted to control of low-speed constant rotation (for example, constant rotation speed based on the target idle rotation speed) to suppress an increase in the engine rotation speed.

In the abnormal condition control (6), even when an abnormal condition that the motors A and B cannot be used occurs, the lock-up clutch 2
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) is a process executed when the motor A controller system and the transmission control system are abnormal. When an abnormality occurs, the driving force of the motor B is transmitted to the planetary gear unit 3. The engine 1 receives a reaction force at the time of output via the motor 1, secures traveling by the driving force of the motor B, and realizes a limp home function.

In the abnormality control (7), the HEV_ECU 2
When the abnormality is notified to other ECUs by multiplex communication from 0 to notify the abnormality of the motor A controller system and the transmission control system, the injector power supply stop signal to the logic circuit 23c for controlling the injector power supply 23b is set to low level. Of the injector power supply 23b as a signal of
Then, the injector 1 is driven to perform fuel injection, and the engine 1 is operated.

The HEV_ECU 20 sets the output of the logic circuit 20a to a high level by setting a contactor control signal for the logic circuit 20a for controlling the opening and closing of the contactor 9 to a high level, and turns on the contactor 9 to turn on the battery 10, the motor A controller 21 and the motor. The B controller 22 is connected.

Further, the HEV_ECU 20 controls the motor A
When the power supply ON signal to the logic circuit 21c for controlling the control power supply 21b of the controller 21 is set to a low level signal to turn off the control power supply 21b and stop the motor A, the logic circuit 22c for controlling the control power supply 22b of the motor B controller 22 The control power supply 22b is turned on by setting the power supply ON signal to the high level signal to enable the operation of the motor B.

The HEV_ECU 20 calculates E / G_E
The abnormal-time control signal for the logic circuit 23a of the CU 23 is set to a low-level signal at the time of abnormality, and the logic circuit 23a
To the E / G_ECU 23 to control the engine 1 at a low speed constant rotation (for example, a constant rotation speed based on the target idle rotation speed), the abnormal-time control signal to the logic circuit 22a of the motor B controller 22 becomes abnormal. The logic circuit 22a supplies a high-level signal to the motor B controller 22 when the motor B controller 22 has a low-level signal, and the motor B controller 22 responds to the signal from the inhibitor switch 14 and the signal from the accelerator switch 18 connected to the motor B controller 22 itself. Is executed.

[0134] Then, the HEV_ECU 20 displays the display 2
7 to notify the driver of the abnormality and notify the T / M_ECU 24 of the lock-up clutch 2 by multiplex communication.
A control command for turning off (release) and a speed ratio command for setting the speed ratio of the CVT 4 to a predetermined speed ratio (neutral value) are provided to prevent sudden start when the system returns to normal. I do.

In the abnormal time control (7), the engine 1 receives a reaction force against the abnormality of the motor A controller system and travels by the driving force of the motor B, thereby preventing the electric energy from being consumed for a predetermined purpose. Safe traveling to the ground, and CVT4
, And the occurrence of a trouble at the time of normal restoration can be prevented beforehand.

Next, the abnormal time control (8) is a process executed when only the motor B controller system is abnormal.
When an abnormality occurs, the traveling using both the engine 1 and the motor A is ensured, and the limp home function is realized.

In the abnormality control (8), the HEV_ECU2
The abnormality is notified to other ECUs by multiplex communication from 0, and the fact that an abnormality has occurred in the motor B controller system is notified,
The control power supply 22b is turned off 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, and the motor B is stopped.

The HEV_ECU 20 outputs the abnormal-time control signal to the logic circuit 22a of the motor B controller 22 as a high-level signal in a normal state, and an unexpected situation occurs when the motor B controller system returns to a normal state. This is avoided beforehand, and the occurrence of the abnormality is displayed on the display 27 to notify the driver of the abnormality.

After the processing by the abnormal time control (8) is completed, the same processing as the above-described T / M control command is executed, and the HEV_ECU 20 sends the accelerator pedal ON, O
The ON / OFF of the lock-up clutch 2 is set to T / M according to the FF state and the ON / OFF state of the brake switch 12.
_ECU 24 is instructed.

Further, HEV_ECU 20 calculates T / M_E
E / G motor A in parallel with control command processing to CU24
Based on the output of the APS 11 by the E / G / motor A control command, a process is executed by the control command to give a torque command to the E / G_ECU 23 via multiplex communication, and the motor A
A rotation speed command is given to the controller 21 via multiplex communication.

Thus, 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. When the vehicle is decelerated by braking or when the vehicle is stopped, the lock-up clutch 2 is released to continue the rotation of the engine 1 and the motor A to decelerate or stop the vehicle. Here, each pulley 4 of the lock-up clutch 2 and the CVT 4
An oil pump (not shown) for supplying hydraulic pressure for operating the b and 4d is provided, and the oil pump is driven by the motor A and the engine 1. Therefore, by stopping or stopping the rotation of the motor A, the operation of the oil pump is continued by decelerating or stopping the vehicle, and the lock-up clutch 2 can be immediately engaged when the vehicle is re-accelerated or started.

In the abnormal 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 following fail-safe processing in parallel in order to cope with a case where an abnormality has occurred in the HEV_ECU 20 that controls the system. HEV_ECU2
When an abnormality occurs in the T / M_ECU 24, the T / M_ECU 24 performs abnormality processing in place of the HEV_ECU 20.

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) T / M_ECU 24 by multiplex communication
Notify the abnormality.

(2) An abnormal 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 to the logic circuit 23c for controlling the injector power supply 23b is set to a high level (power supply stop).

(4) The contactor control signal for the logic circuit 20a for controlling the opening and closing of the contactor 9 is set to low level (contactor OFF).

(5) Power supply O to the logic circuit 21c that controls the control power supply 21b of the motor A controller 21
The N signal is set to a low level (power OFF).

(6) Power supply O to the logic circuit 22c that controls the control power supply 22b of the motor B controller 22
The N signal is set to a low level (power OFF).

(7) The abnormal-time control signal for the logic circuit 21a of the motor A controller 21 is set to a high level (non-abnormal).

(8) The abnormal-time control signal for the logic circuit 22a of the 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 process, the self-diagnosis checks whether an abnormality has occurred in the transmission control system. If an abnormality has occurred, the abnormality is notified to the HEV_ECU 20 by multiplex communication. When the transmission control system is normal, the T / M_ECU 24 itself notifies the HEV_ECU 20 via the multiplex communication system of the abnormality control status, and checks the status of the abnormality occurrence up to the present time. I do.

That is, when the transmission control system, engine control system, motor A controller system, motor B controller system, and battery management system are all normal, or when the transmission control system, motor A controller system, motor B When the controller system and the battery management system are normal and the engine control system is abnormal,
It is checked whether the HEV_ECU system is abnormal or not.
When the ECU system is normal, the above-described abnormal control (1) based on the command from the HEV_ECU 20 is executed,
When the HEV_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, the motor A controller system, and the motor B controller system are normal. By executing (4), the engine 1 is stopped, the reaction force is received by the motor A, and the process of running by the motor B is performed by the T / M_ECU 24.
Is executed in place of the HEV_ECU 20.

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, or if the transmission control system and the motor A controller If 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. If the HEV_ECU system is normal,
If the above-described abnormal control (6) or (2) based on a command from the HEV_ECU 20 is executed and the HEV_ECU system is abnormal, there is a possibility that the vehicle may run depending on the state of the drive system, but the HEV_ECU system is abnormal. As a result, the vehicle cannot be driven reliably because the vehicle cannot be reliably controlled, and the following stop control (2) is executed to safely stop the vehicle.

In the stop control (2), the HEV_ECU 20
When the HEV_ECU 20 detects an abnormality in the HEV_ECU system by its fail-safe processing, the abnormality is notified to other ECUs by multiplex communication from the HEV_ECU 20 as an abnormality control of the HEV_ECU 20, and the injector power supply to the logic circuit 23c for controlling the injector power supply 23b is stopped. The signal is set to the high level to stop the engine 1.

The HEV_ECU 20 turns off the control power supply 21b as a low-level power supply ON signal to the logic circuit 21c for controlling the control power supply 21b of the motor A controller 21, and stops the motor A.
The control power supply 22b is turned off 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, and the motor B is stopped.

Further, the HEV_ECU 20 sets the contactor control signal to the logic circuit 20a for controlling the opening and closing of the contactor 9 to the low level, sets the output of the logic circuit 20a to the low level, turns off the contactor 9 and turns off the battery 10, the motor A controller 21 and the motor. Disconnect from the B controller 22.

In order to prevent an unexpected situation from occurring when the system returns to normal, the abnormal-time control signal to the logic circuit 21a of the motor A controller 21 is set to a high-level signal at normal time. further,
The abnormal-time control signal for the logic circuit 22a of the motor B controller 22 is a normal high-level signal.

In response to the notification of the abnormality from the HEV_ECU 20, the T / M_ECU 24 displays the occurrence of the abnormality on the display 27 to notify the driver of the abnormality, and an unexpected situation occurs when the system returns to the normal state. In order to avoid this, the lock-up clutch 2 is turned off (disengaged), and the speed ratio of the CVT 4 is fixed at a predetermined speed ratio (neutral value).

As a result, 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, the abnormal time control (4) is based on HEV_EC
U20 performs HEV_E by its own fail-safe processing.
When an abnormality of the CU system is detected and an abnormality is notified to other ECUs by multiplex communication from the HEV_ECU 20 as an abnormality control of the HEV_ECU 20, an injector power supply stop signal to a logic circuit 23c for controlling the injector power supply 23b is set to a high level and the engine is stopped. Stop 1

The HEV_ECU 20 sets the contactor control signal for the logic circuit 20a for controlling the opening and closing of the contactor 9 to a low level, and sets the output of the logic circuit 20a to a high level in response to the low-level contactor control signal from the HEV_ECU 20. , 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.

Further, upon receiving the abnormal notification from the HEV_ECU 20, the T / M_ECU 24 sets the power ON signal to the logic circuit 21c for controlling the control power supply 21b of the motor A controller 21 to a high level signal, and
The output of the logic circuit 21c is set to a high level in response to a low-level power-on signal from the ECU 20, and the control power supply 2
1b is turned on to enable the operation of the motor A.

The T / M_ECU 24 sets the 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, and responds to the low level power ON signal from the HEV_ECU 20 to the logic circuit 22c. At a high level to turn on the control power supply 22b to enable the operation of the motor B.

Further, the T / M_ECU 24 controls the motor A
The abnormal state control signal for the logic circuit 21a of the controller 21 is set to the low level at the abnormal state, and the HEV_ECU 2
The output of the logic circuit 21a is given to the motor A controller 21 as a high level in response to the high level abnormal time control signal from 0, and the motor A controller 21 is shifted to low speed constant rotation control.

The T / M_ECU 24 sets the abnormality control signal to the logic circuit 22a of the motor B controller 22 to a low level at the time of abnormality, and sets the HEV_ECU 20
In response to the high-level abnormality control signal from the controller B, the output of the logic circuit 22a is given as a high level to the motor B controller 22, and the motor B controller 22 receives a signal from the inhibitor switch 14 connected thereto and an accelerator switch 18 The constant torque control of the motor B is executed in response to the signal from

Then, the T / M_ECU 24 displays the display 2
7 to notify the driver of the abnormality, to turn off (release) the lock-up clutch 2 and to set the CV
The speed ratio of T4 is fixed to a predetermined speed ratio (neutral value), and T /
Abnormal control of the M_ECU 24 itself is stopped.

In this abnormal condition control (4), even if an abnormality occurs in the HEV_ECU system controlling the system, the vehicle can be safely moved to a predetermined destination as long as the driving force of motors A and B can be used. The engine 1 can be stopped, and the lock-up clutch
By fixing the speed ratio of the CVT 4 to a neutral value by setting it to FF, even when the HEV_ECU system returns to normal and the function is restored, the abrupt control operation such that the HEV_ECU 20 returns to the normal state does not occur. In addition, it is possible to prevent an unexpected situation from occurring.

[0170]

As described above, according to the present invention, when an abnormality occurs, the first control means is different from a signal system which controls a plurality of control systems and outputs a control command to each control system. An abnormal-time control signal is output to the engine control means via a signal system, and the engine is fixed at a constant speed control with a predetermined speed as a target value. In addition, it is possible to safely and reliably travel to a predetermined destination while limiting the output to the drive wheels.

[Brief description of the drawings]

FIG. 1 is an explanatory diagram showing a configuration of a drive control system.

FIG. 2 is an explanatory diagram showing a flow of a control signal centering on HEV_ECU.

FIG. 3 is a conceptual diagram of a fail-safe system.

FIG. 4 is an explanatory diagram of input / output of a fail-safe related signal of the E / G_ECU.

[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 (first control means) 20g ... signal line (signal system) 23 ... E / G_ECU (engine control means) 30, 31 ... multiplex communication line (signal system)

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI theme coat ゛ (Reference) B60K 41/28 F02D 29/00 H B60L 3/00 29/02 D F02D 29/00 29/06 D 29 / 02 B60K 9/00 Z 29/06 F term (reference) 3D039 AA00 AB27 AC39 AC74 AD11 3D041 AA71 AA76 AA80 AB01 AC01 AC09 AC18 AC20 AD00 AD01 AD02 AD04 AD10 AD30 AD31 AD41 AE02 AE03 AE04 AE08 AE14 AE30 AE37 AF3AE04 AA05 AA06 AA07 BA09 BA11 BA12 BA24 CA12 CB14 DA01 DA06 DB00 DB02 DB07 DB11 DB15 DB19 DB20 EA03 EA05 EB00 EB03 EC02 FA02 FB02 FB05 5H115 PA08 PA14 PC06 PG04 PI16 PI22 PI29 PU22 PU24 PU25 PU26 PU28 PU03 RE03 SE09 Q10 TE02 TE03 TI01 TI05 TO04 TO12 TO13 TO21 TO23 TO26 TR01 TR03 TR04 TR05 TR06 TR08 TR19 TR20 TZ01 TZ07 UB01 UB17

Claims (1)

[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 planetary gear is connected to the carrier, and performs speed change and torque amplification between the planetary gears and the drive wheels according to a speed ratio switchable to a plurality of stages or infinite stages. A control device for a hybrid vehicle having a power conversion mechanism, which controls a plurality of control systems of the hybrid vehicle and outputs a control command to each control system. First control means for outputting a signal; and when the abnormal time control signal is inputted, the engine is driven at a predetermined rotational speed. An engine control means for fixing to a constant rotation speed control as a target value, wherein the first control means controls a plurality of control systems and outputs a control command to each control system. A control device for a hybrid vehicle, which outputs an abnormal control signal to the engine control means when an abnormality occurs via a system.